A front screen cross beam, a front end assembly of a vehicle body and a vehicle

Abstract

The present application relates to a front windshield cross beam, a vehicle body front end assembly and a vehicle, wherein the front windshield cross beam comprises a cross beam buffer plate and a cross beam support plate connected together, the cross beam buffer plate has a first stiffness, the cross beam support plate has a second stiffness, the first stiffness is smaller than the second stiffness, and the cross beam buffer plate is located above the cross beam support plate. The cross beam buffer plate and the cross beam support plate of the present application form a two-layer gradient design structure of a buffer layer and a support layer, the cross beam buffer plate as a first layer buffer layer can absorb collision energy and deform to collapse to the maximum extent to reduce the head injury of pedestrians and meet the requirements of pedestrian collision regulations; the cross beam support plate as a second layer support layer improves the dynamic stiffness and mode of the front windshield cross beam, and can meet the stiffness and mode requirements of NVH on the front windshield cross beam, so that the front windshield cross beam of the present application takes into account the pedestrian safety performance and the NVH performance.

Description

TECHNICAL FIELD

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

[0002] With the development of the vehicle industry and the improvement of the consumption level of consumers, consumers have higher requirements for the durability, reliability, driving comfort, control stability and NVH of vehicles.

[0003] The skeleton of a large full-size SUV or a car and the like vehicle adopts a no-water channel design. The front windshield cross beam of the no-water channel structure vehicle is prone to insufficient rigidity, which in turn leads to poor NVH performance. If the front windshield cross beam structure has excessively high rigidity, the head impact injury during pedestrian collision will be increased, which in turn is not conducive to the pedestrian safety performance of the vehicle. Therefore, the current front windshield cross beam structure cannot simultaneously consider the comprehensive performance of both aspects. SUMMARY

[0004] In order to solve the above technical problems, the present application provides a front windshield cross beam, a vehicle body front end assembly and a vehicle, which can consider the pedestrian safety performance and the NVH performance.

[0005] In one aspect, the present application provides a front windshield cross beam, comprising a cross beam buffer plate and a cross beam support plate connected together, the cross beam buffer plate has a first rigidity, the cross beam support plate has a second rigidity, the first rigidity is less than the second rigidity, and the cross beam buffer plate is located above the cross beam support plate.

[0006] In one embodiment of the present application, the cross beam support plate comprises a first support plate and a second support plate, the cross beam buffer plate, the first support plate and the second support plate are connected in sequence, a first cavity is formed between the cross 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 application, a support frame is further included, both ends of the support frame are connected to the cross beam buffer plate and the first support plate respectively, and a support cavity is formed between the support frame and the cross beam buffer plate and the first support plate.

[0008] In another aspect, a vehicle body front end assembly is provided, the vehicle body front end assembly comprises a firewall, the first support plate and the second support plate are connected to the firewall, and a reinforcing cavity is formed between the first support plate, the second support plate and the firewall.

[0009] In an embodiment of the present application, the front-end assembly of the vehicle body further comprises a vehicle body connecting column, the cross beam buffer plate is provided with a buffer connecting portion and a first connecting portion, the first supporting plate is provided with a first reinforcing connecting portion, the buffer connecting portion is connected with the first reinforcing connecting portion, and the first connecting portion is connected with the vehicle body connecting column.

[0010] In an embodiment of the present application, the first supporting plate is further provided with a second connecting portion and a first firewall connecting portion, the second connecting portion is connected with the vehicle body connecting column, and the first firewall connecting portion is connected with the firewall.

[0011] In an embodiment of the present application, the second supporting plate is provided with a second reinforcing connecting portion and a second firewall connecting portion, the second reinforcing connecting portion is connected with the first reinforcing connecting portion, and the second firewall connecting portion is connected with the firewall.

[0012] In an embodiment of the present application, the front-end assembly of the vehicle body further comprises a shock-absorbing tower, the shock-absorbing tower is connected with a shock-absorbing cross beam, and an intermediate connecting beam is arranged between the front windshield cross beam and the shock-absorbing cross beam.

[0013] In an embodiment of the present application, the intermediate connecting beam comprises a first connecting beam and a second connecting beam arranged in sequence, the first connecting beam is connected with the front windshield cross beam, and the second connecting beam is connected with the shock-absorbing cross beam.

[0014] In another aspect, a vehicle is provided, comprising the front windshield cross beam or the front-end assembly of the vehicle body.

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

[0016] The cross beam buffer plate and the cross beam supporting plate form a two-layer gradient design structure of a buffer layer and a supporting layer, the cross beam buffer plate as the first layer buffer layer can absorb collision energy and deform to collapse to the maximum extent to reduce head injury of a pedestrian and meet the requirements of pedestrian collision regulations, the cross beam supporting plate as the second layer supporting layer improves the dynamic stiffness and mode of the front windshield cross beam and can meet the stiffness and mode requirements of NVH on the front windshield cross beam, so that the front windshield cross beam of the present application can not only reduce head injury to the maximum extent and meet the requirements of pedestrian collision regulations, but also meet the requirements of NVH on the stiffness and mode of the cross beam, so as to balance the pedestrian safety performance and the NVH performance. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiments description. Obviously, the drawings in the following description only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

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

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

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

[0021] Figure 4 is a bottom view of Figure 3 ;

[0022] Figure 5 is a sectional view of A-A in Figure 4 ;

[0023] Figure 6 is a sectional view of B-B in Figure 4 ;

[0024] Figure 7 is a sectional view of C-C in Figure 4 ;

[0025] Figure 8 is a sectional view of D-D in Figure 4 ;

[0026] Figure 9 is a first structural schematic diagram of the front end assembly of the vehicle body of the present application;

[0027] Figure 10 is a second structural schematic diagram of the front end assembly of the vehicle body of the present application;

[0028] Figure 11 is a front view of the front end assembly of the vehicle body of the present application;

[0029] Figure 12 is a sectional view of E-E in Figure 11 ;

[0030] Figure 13 is a sectional view of F-F in Figure 11 ;

[0031] Figure 14 is a structural schematic diagram of the firewall of the front end assembly of the vehicle body of the present application;

[0032] Figure 15is a structure diagram of the cross beam buffer plate of the front windshield cross beam of the present application;

[0033] Figure 16 is a first structure diagram of the first support plate of the front windshield cross beam of the present application;

[0034] Figure 17 is a second structure diagram of the first support plate of the front windshield cross beam of the present application;

[0035] Figure 18 is a top view of the first support plate of the front windshield cross beam of the present application;

[0036] Figure 19 is Figure 18 a sectional view at G-G;

[0037] Figure 20 is a first structure diagram of the second support plate of the front windshield cross beam of the present application;

[0038] Figure 21 is a top view of the second support plate of the front windshield cross beam of the present application;

[0039] Figure 22 is Figure 21 a sectional view at N-N;

[0040] Figure 23 is a second structure diagram of the second support plate of the front windshield cross beam of the present application;

[0041] Figure 24 is a structure diagram of the support frame of the front windshield cross beam of the present application;

[0042] Figure 25 is a front view of the support frame of the front windshield cross beam of the present application;

[0043] Figure 26 is Figure 25 a sectional view at M-M;

[0044] Figure 27 is a connection structure diagram of the intermediate connecting beam and the shock-absorbing cross beam of the front end assembly of the vehicle body of the present application;

[0045] Figure 28 is a top view of the connection structure of the intermediate connecting beam and the shock-absorbing cross beam of the front end assembly of the vehicle body of the present application;

[0046] Figure 29 is a structure diagram of the intermediate connecting beam of the front end assembly of the vehicle body of the present application;

[0047] Figure 30 is a top view of the intermediate connecting beam of the front end assembly of the vehicle body of the present application;

[0048] Figure 31 yes Figure 30 Cross-sectional views at HH, KK, and LL;

[0049] Figure 32 This is a third structural schematic diagram of the front end assembly of the vehicle body according to the present invention;

[0050] Figure 33 This is a schematic diagram of the fourth structure of the front end assembly of the vehicle body of the present invention;

[0051] Figure 34 This is a fifth structural schematic diagram of the front end assembly of the vehicle body according to the present invention.

[0052] Explanation of reference numerals in the instruction manual:

[0053] 1. Crossbeam buffer plate; 2. Crossbeam 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. Reinforcing cavity; 11. Guide beam; 12. Buffer connection part; 13. First connection part; 14. First reinforcing connection part; 15. Second connection part; 16. First firewall connection part; 17. Second reinforcing connection part; 18. Second firewall connection part; 19. Vibration damping tower; 20. Vibration damping crossbeam; 21. Intermediate connecting beam; 22. Primary connecting beam; 23. Secondary connecting beam; 24. Glass adhesive surface; 25. First welding platform; 26. Second welding platform; 27. Waist connection part; 28. Step connection part; 29. ​​Boss; 30. Diagonal tie beam; 31. Rear connecting beam; 32. Mounting plate; 33. Mounting platform; 34. Bolt hole; 35. Welding part. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0055] Example 1

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

[0057] The front windshield cross beam of the present application can not only reduce head injury to the maximum extent and meet the requirements of pedestrian collision regulations, but also meet the requirements of NVH on the stiffness and mode of the cross beam, so as to balance the pedestrian safety performance and the NVH performance. Specifically, the front windshield cross beam of the present application comprises two parts of a cross beam buffer plate 1 and a cross beam support plate 2, and the cross beam buffer plate 1 is connected with the cross beam support plate 2, as shown in Figure 5 、 Figure 6 、 Figure 7 and Figure 8 , the cross beam buffer plate 1 is connected with the left side of the cross beam support plate 2, and preferably, the cross beam buffer plate 1 is spot-welded with the left side of the cross beam support plate 2. Further, the stiffness of the cross beam buffer plate 1 is different from that of the cross beam support plate 2. Since the cross beam buffer plate 1 is located at the top of the vehicle head, that is, the cross beam buffer plate 1 is the structure that collides with the pedestrian, the stiffness of the cross beam buffer plate 1 is smaller than that of the cross beam support plate 2. Since the stiffness of the cross beam buffer plate 1 is smaller 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 layer buffer layer can absorb the collision energy and deform to the maximum extent to reduce the head injury of the pedestrian, meet the requirements of pedestrian collision regulations; the cross beam support plate 2 as the second layer support layer improves the dynamic stiffness and mode of the front windshield cross beam, and can meet the stiffness and mode requirements of NVH on the front windshield cross beam. Therefore, the front windshield cross beam of the present application can not only reduce head injury to the maximum extent and meet the requirements of pedestrian collision regulations, but also meet the requirements of NVH on the stiffness and mode of the cross beam, so as to balance the pedestrian safety performance and the NVH performance. In addition, the stiffness of the cross beam buffer plate 1 is a first stiffness, the stiffness of the cross beam support plate 2 is a second stiffness, the difference between the first stiffness and the second stiffness is a preset difference, and the preset difference is determined according to actual test or experience value, so as to balance the pedestrian safety performance and the NVH performance.

[0058] In one embodiment, 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 is located above the second cavity.

[0059] As shown in Figure 1 , the front windshield cross beam of the present application comprises three plate-shaped connecting pieces. Specifically, the cross beam support plate 2 comprises a first support plate 3 and a second support plate 4, so the front windshield cross beam comprises three plate-shaped connecting pieces of the cross 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 cross beam buffer plate 1 and the second support plate 4, and the cross beam buffer plate 1, the first support plate 3 and the second support plate 4 are connected in sequence, as shown inFigure 6 and Figure 8 As shown in FIG. 1, the left side of the cross beam buffer plate 1, the first support plate 3 and the second support plate 4 are spot-welded, and the right side of the cross beam buffer plate 1 and the first support plate 3 forms a first cavity 5. When the cross beam buffer plate 1 absorbs the collision energy, the cross beam buffer plate 1 deforms and collapses towards the first cavity 5 to minimize the head injury of the pedestrian, meet the requirements of the pedestrian collision regulations, and the first cavity 5 can improve the support stiffness of the cross beam buffer plate 1 and the first support plate 3. As shown in FIG. 2, the right side of the first support plate 3 and the second support plate 4 forms a second cavity 6, which 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 improve the vehicle NVH performance. The cross beam buffer plate 1, the first support plate 3 and the second support plate 4 form a front windshield cross beam, which absorbs the collision energy by the cross beam buffer plate 1 to deform and collapse to minimize the head injury of the pedestrian, meet the requirements of the pedestrian collision regulations; the first support plate 3 and the second support plate 4 improve the dynamic stiffness and modal of the front windshield cross beam, which can meet the stiffness and modal requirements of the front windshield cross beam for NVH, so that the front windshield cross beam of the application can not only minimize the head injury and meet the requirements of the pedestrian collision regulations, but also meet the requirements of the cross beam stiffness and modal for NVH, so as to balance the pedestrian safety performance and the NVH performance. Figure 6 and Figure 8 As shown in FIG. 2, the right side of the first support plate 3 and the second support plate 4 forms a second cavity 6, which 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 improve the vehicle NVH performance. The cross beam buffer plate 1, the first support plate 3 and the second support plate 4 form a front windshield cross beam, which absorbs the collision energy by the cross beam buffer plate 1 to deform and collapse to minimize the head injury of the pedestrian, meet the requirements of the pedestrian collision regulations; the first support plate 3 and the second support plate 4 improve the dynamic stiffness and modal of the front windshield cross beam, which can meet the stiffness and modal requirements of the front windshield cross beam for NVH, so that the front windshield cross beam of the application can not only minimize the head injury and meet the requirements of the pedestrian collision regulations, but also meet the requirements of the cross beam stiffness and modal for NVH, so as to balance the pedestrian safety performance and the NVH performance.

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

[0061] As shown in FIG. 1, the support frame 7 of the application is used to improve the stiffness of the cross beam buffer plate 1. Specifically, the support frame 7 is connected between the cross beam buffer plate 1 and the first support plate 3, as shown in FIG. 2, a glass gluing surface 24 is provided on the cross beam buffer plate 1, and the front windshield glass is attached to the glass gluing surface 24 on the cross beam buffer plate 1. The first support plate 3 acts as a support seat, and the support frame 7 supports the cross beam buffer plate 1 to improve the stiffness of the cross beam buffer plate 1, preventing the glass gluing surface 24 on the cross beam buffer plate 1 from being too soft to cause the installation surface to sink after the front windshield glass is installed. In addition, as shown in FIG. 3, the support frame 7 is connected between the cross beam buffer plate 1 and the first support plate 3, and the support frame 7 is connected to the cross beam buffer plate 1 and the first support plate 3 through a plurality of support rods 9, which can improve the stiffness of the cross beam buffer plate 1 and the first support plate 3. Figure 1 Figure 15 As shown in FIG. 2, the right side of the first support plate 3 and the second support plate 4 forms a second cavity 6, which 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 improve the vehicle NVH performance. The cross beam buffer plate 1, the first support plate 3 and the second support plate 4 form a front windshield cross beam, which absorbs the collision energy by the cross beam buffer plate 1 to deform and collapse to minimize the head injury of the pedestrian, meet the requirements of the pedestrian collision regulations; the first support plate 3 and the second support plate 4 improve the dynamic stiffness and modal of the front windshield cross beam, which can meet the stiffness and modal requirements of the front windshield cross beam for NVH, so that the front windshield cross beam of the application can not only minimize the head injury and meet the requirements of the pedestrian collision regulations, but also meet the requirements of the cross beam stiffness and modal for NVH, so as to balance the pedestrian safety performance and the NVH performance. Figure 5 and Figure 7 ​As shown, a support cavity 8 is formed between the support frame 7, the crossbeam buffer plate 1, and the first support plate 3. The support cavity 8 is part of the first cavity 5. When the crossbeam buffer plate 1 absorbs collision energy and deforms and collapses towards the support cavity 8, it can minimize head injuries to pedestrians, meeting pedestrian collision regulations. Furthermore, the support cavity 8 can improve the support stiffness of the crossbeam buffer plate 1 and the first support plate 3, further improving the support stiffness of the lower crossbeam of the windshield. Further, as... Figure 5 , Figure 6 , Figure 7 and Figure 8 The diagram shows the connection between the support frame 7 and the crossbeam buffer plate 1, the first support plate 3, and the second support plate 4. The cross-section of the crossbeam buffer plate 1 is a stepped shape, the cross-section of the first support plate 3 is Z-shaped, and the cross-section of the second support plate 4 is an inverted C-shape. Figure 26 As shown, the cross-section of the support frame 7 is C-shaped; by Figure 5 and Figure 7 It is evident that the support cavity 8, partially formed after the support frame 7 is connected to the first support plate 3 and the second support plate 4, can improve the support rigidity of the front windshield crossbeam. For example... Figure 24 and Figure 25 As shown, the support frame 7 includes a first welding platform 25, a second welding platform 26, and a waist connecting part 27. The first welding platform 25, the waist connecting part 27, and the second welding platform 26 are arranged in sequence. The first welding platform 25 is spot welded to the glass adhesive surface 24 of the crossbeam buffer plate 1, and the second welding platform 26 is spot welded to the first support plate 3.

[0062] Example 2

[0063] Reference Figure 9 As shown, the front end assembly of the vehicle body 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 reinforcing cavity 10 is formed between the first support plate 3, the second support plate 4 and the firewall 9.

[0064] like Figure 9 , Figure 10 and Figure 11 As shown, the front-end assembly of this application includes a firewall 9, and a first support plate 3 and a second support plate 4 are both connected to the firewall 9 to improve the rigidity of the windshield crossbeam. The firewall 9, as... Figure 14 As shown. Specifically, as... Figure 5 and Figure 7The left sides of the first support plate 3 and the second support plate 4 are connected, the right sides of the first support plate 3 and the second support plate 4 are connected with the firewall 9, and the right sides of the first support plate 3 and the second support plate 4 and the firewall 9 form the reinforcing cavity 10, which improves the rigidity of the front windshield cross beam, further improves the torsional rigidity of the vehicle body, the dynamic rigidity of the front windshield cross beam assembly, the rigidity and modal of the firewall 9, and further improves the NVH performance of the vehicle. As shown in Figure 5 、 Figure 7 、 Figure 12 and Figure 13 , Figure 5 the support cavities in Figure 12 the reinforcing cavities in Figure 7 the support cavities in Figure 13 the reinforcing cavities in are quadrilaterals,

[0065] In one embodiment, the vehicle body front end assembly further comprises a vehicle body connecting column, the cross beam buffer plate 1 is provided with a buffer connecting portion 12 and a first connecting portion 13, the first support plate 3 is provided with a first reinforcing connecting portion 14, the buffer connecting portion 12 is connected with the first reinforcing connecting portion 14, and the first connecting portion 13 is connected with the vehicle body connecting column.

[0066] The cross beam buffer plate 1 is connected with the vehicle body connecting column and the first support plate 3. Specifically, the vehicle body front end assembly comprises a vehicle body connecting column, that is, a vehicle body A column. The cross beam buffer plate 1 is provided with a buffer connecting portion 12 and a first connecting portion 13, the buffer connecting portion 12 is a position connected with the first support plate 3, as shown in Figure 15 the first connecting portion 13 is respectively located on the two sides of the cross beam buffer plate 1; the first support plate 3 is provided with a first reinforcing connecting portion 14, as shown in Figure 16 the buffer connecting portion 12, the first connecting portion 13 and the first reinforcing connecting portion 14 are all welding edges, the buffer connecting portion 12 is spot-welded with the first reinforcing connecting portion 14, and the first connecting portion 13 is spot-welded with the vehicle body A column, so that the front windshield cross beam is connected with the first support plate 3 and the vehicle body A column. In addition, the cross beam buffer plate 1 is further provided with a stepped connecting portion 28 and a glass coating surface 24, the stepped connecting portion 28 is located between the buffer connecting portion 12 and the glass coating surface 24, and the stepped connecting portion 28 can improve the rigidity of the cross beam buffer plate 1; the glass coating surface 24 is used for gluing the front windshield glass and provides a mounting position for the front windshield glass.

[0067] In one embodiment, the first support plate 3 is further provided with a second connecting portion 15 and a first firewall connecting portion 16, the second connecting portion 15 is connected with the vehicle body connecting column, and the first firewall connecting portion 16 is connected with the firewall 9.

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

[0069] In one embodiment, the second support plate 4 is provided with a second reinforcing connecting part 17 and a second firewall connecting part 18, the second reinforcing connecting part 17 is connected with the first reinforcing connecting part 14, and the second firewall connecting part 18 is connected with the firewall 9.

[0070] The second support plate 4 is connected with the first support plate 3 and the firewall 9. Specifically, as shown in Figure 20 、 Figure 21 and Figure 23 , the second support plate 4 is provided with a second reinforcing connecting part 17 and a second firewall connecting part 18, the second reinforcing connecting part 17 and the second firewall connecting part 18 are both welding edges, the second reinforcing connecting part 17 on the second support plate 4 is spot-welded with the first reinforcing connecting part 14 on the first support plate 3 above it, and the second firewall connecting part 18 is spot-welded with the firewall 9. As shown in Figure 22 , the cross-sectional shape of the second support plate 4 is reverse "C" shape, which can improve the rigidity of the second support plate 4. In addition, a welding part 35 is provided on the second support plate 4, which is spot-welded with the firewall 9 and a firewall reinforcing plate (not shown in the figure).

[0071] In one embodiment, the vehicle body front end assembly further comprises a shock tower 19, the shock tower 19 is connected with a shock cross beam 20, and an intermediate connecting beam 21 is arranged between the front windshield cross beam and the shock cross beam 20.

[0072] As shown in Figure 32 、 Figure 33 and Figure 34As shown, the shock absorber tower 19 is connected to the front windshield crossbeam via an intermediate connecting beam 21. Specifically, there are two shock absorber towers 19, connected by a shock absorber crossbeam 20. The front windshield crossbeam and the shock absorber crossbeam 20 are connected by the intermediate connecting beam 21, increasing the direct force transmission channel between the front windshield crossbeam and the shock absorber crossbeam 20. This increases the force transmission path and helps improve the torsional stiffness of the front end assembly and the stiffness of the front windshield crossbeam, further enhancing NVH performance. Furthermore, the intermediate connecting beam 21 is a trapezoidal beam, as shown... Figure 33 The rear part of the trapezoidal beam shown is connected to the front windshield crossbeam, and the front part of the trapezoidal beam is connected to the shock-absorbing crossbeam 20. (As shown...) Figure 27 As shown, the trapezoidal beam and the damping crossbeam 20 are connected to form a large trapezoid. The trapezoidal beam includes two diagonal tie beams 30 and a rear connecting beam 31, as shown. Figure 28 As shown, the inclined tie beam 30 and the damping crossbeam 20 form an included angle (i.e., the base angle of the trapezoid) α, where α is an acute angle (0 < α < 90°). The two base angles of the trapezoidal beam are bolted to the damping crossbeam 20 via mounting plates 32. In other words, the front part of the inclined tie beam 30 is bolted to the damping crossbeam 20 via mounting plates 32, and the inclined tie beam 30 is welded to the mounting plates 32. Figure 29 and Figure 30 As shown, the rear part of the trapezoidal beam is a rear connecting beam 31. An installation platform 33 is provided on the rear connecting beam 31. Bolt holes 34 are provided on the installation platform 33. The corresponding bolts pass through the bolt holes 34 and are bolted to the front windshield crossbeam (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 arranged sequentially. The primary connecting beam 22 is connected to the front windshield crossbeam, and the secondary connecting beam 23 is connected to the shock-absorbing crossbeam 20.

[0074] like Figure 27 As shown, the trapezoidal beam includes two levels of connecting beams. Specifically, a guide beam 11 is provided in the middle of the trapezoidal beam along the left-right direction. The two ends of the guide beam 11 are welded to corresponding diagonal bracing beams 30. The guide beam 11 divides the trapezoidal beam into two sub-trapezoidal beams. The sub-trapezoidal beam connected to the front windshield crossbeam is the primary connecting beam 22, and the sub-trapezoidal beam connected to the shock absorber crossbeam 20 is the secondary connecting beam 23. The guide beam 11 connects the left and right diagonal bracing beams 30 of the trapezoidal beam, increasing the force transmission channel between the diagonal bracing beams 30, increasing the support stability of the trapezoidal beam, and improving the torsional stiffness of the vehicle body. The cross-sections of the left and right diagonal bracing beams 30 and the middle guide beam 11 can be circular or polygonal, preferably as shown in the figure. Figure 31 The circle shown.

[0075] Example 3

[0076] A vehicle is provided, including the aforementioned front windshield crossbeam or front body assembly.

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

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

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

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

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

Claims

1. A front windshield crossbeam, characterized in that: The system includes a crossbeam buffer plate (1) and a crossbeam support plate (2) connected to each other. The crossbeam buffer plate (1) has a first stiffness, and the crossbeam support plate (2) has a second stiffness. The first stiffness is less than the second stiffness. The crossbeam buffer plate (1) is located above the crossbeam support plate (2). The crossbeam support plate (2) includes a first support plate (3) and a second support plate (4). The crossbeam buffer plate (1), the first support plate (3), and the second support plate (4) are connected in sequence. The front windshield crossbeam also includes a support frame (7). The two ends of the support frame (7) are respectively connected to... The support frame (7) is connected to the crossbeam buffer plate (1) and the first support plate (3), and a support cavity (8) is formed between the support frame (7) and the crossbeam buffer plate (1) and the first support plate (3); the first support plate (3) serves as a support seat and supports the crossbeam buffer plate (1) through the support frame (7); a first cavity (5) is formed on the right side of the crossbeam buffer plate (1) and the first support plate (3), and when the crossbeam buffer plate (1) absorbs collision energy, the crossbeam buffer plate (1) deforms and collapses toward the first cavity (5); the support cavity (8) is part of the first cavity (5).

2. The front windshield crossbeam according to claim 1, characterized in that: 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. A front end assembly of a vehicle body, comprising a front windshield crossbeam as described in any one of claims 1-2, characterized in that: The front end assembly of the vehicle body includes a firewall (9), a first support plate (3) and a second support plate (4) are both connected to the firewall (9), and a reinforcing cavity (10) is formed between the first support plate (3), the second support plate (4) and the firewall (9).

4. The vehicle front-end assembly according to claim 3, characterized in that: The front end assembly of the vehicle body also includes a vehicle body connecting pillar, a buffer connecting part (12) and a first connecting part (13) are provided on the crossbeam buffer plate (1), a first reinforcing connecting part (14) is provided on the first support plate (3), the buffer connecting part (12) is connected to the first reinforcing connecting part (14), and the first connecting part (13) is connected to the vehicle body connecting pillar.

5. The vehicle front-end assembly according to claim 4, characterized in that: The first support plate (3) is also provided with a second connecting part (15) and a first firewall connecting part (16). The second connecting part (15) is connected to the vehicle body connecting pillar, and the first firewall connecting part (16) is connected to the firewall (9).

6. The vehicle front-end assembly according to claim 5, characterized in that: The second support plate (4) is provided with a second reinforcing connection part (17) and a second firewall connection part (18). The second reinforcing connection part (17) is connected to the first reinforcing connection part (14), and the second firewall connection part (18) is connected to the firewall (9).

7. The vehicle front-end assembly according to claim 3, characterized in that: The front end assembly of the vehicle body also includes a shock absorber tower (19), on which a shock absorber crossbeam (20) is connected, and an intermediate connecting beam (21) is provided between the front windshield crossbeam and the shock absorber crossbeam (20).

8. The vehicle front-end assembly according to claim 7, characterized in that: The intermediate connecting beam (21) includes a primary connecting beam (22) and a secondary connecting beam (23) arranged in sequence. The primary connecting beam (22) is connected to the front windshield crossbeam, and the secondary connecting beam (23) is connected to the shock-absorbing crossbeam (20).

9. A vehicle, characterized in that: It includes the front windshield crossbeam as described in any one of claims 1-2, or the front end assembly of the vehicle body as described in any one of claims 3-8.

Images