Front cabin reinforcing structure and automobile applying same

Abstract

The invention relates to the technical field of automobile body manufacturing, in particular to a front cabin reinforcing structure and an automobile applying the same. The front cabin reinforcing structure comprises an integrated longitudinal beam penetrating through a front cabin and a cab, the integrated longitudinal beam comprises an integrated left longitudinal beam and an integrated right longitudinal beam which are symmetrically arranged, and each of the integrated left longitudinal beam and the integrated right longitudinal beam comprises a front longitudinal beam section correspondingly penetrating through the position of the front cabin and a rear longitudinal beam section correspondingly penetrating through the position of the cab; the two opposite sides of the anti-collision cross beam assembly are fixedly connected to the front ends of the front longitudinal beam sections of the integrated left longitudinal beam and the integrated right longitudinal beam, and the anti-collision cross beam assembly comprises a main anti-collision cross beam and at least one auxiliary anti-collision cross beam. The technical problems that an existing automobile front cabin anti-collision structure is low in strength, a cab is prone to being damaged and invaded under collision impact, and the safety protection performance is poor are solved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile body manufacturing, and in particular to a front cabin reinforcement structure and an automobile using the same. Background Art

[0002] The front anti-collision sheet metal of a car is an important part of the car body structure, and it plays a key role in the safety performance of the car. The main purpose of the design of the front anti-collision sheet metal of a car is to absorb and disperse the impact energy when the vehicle collides, thereby protecting the main structure of the car body from serious damage, helping to reduce the damage to the overall structure of the vehicle, and reducing the impact on the occupants, which helps to reduce and improve the safety protection performance of the vehicle.

[0003] However, the front cabin longitudinal beam and body longitudinal beam of the existing traditional light commercial vehicle are fixed by welding, which has low strength and is easily damaged under collision impact and invades the cab. In addition, there is only one anti-collision cross beam on the front anti-collision beam of the vehicle. Similar to passenger cars, the anti-collision structure is too thin and there is not enough crumple space after a collision. It is easy to invade the cab in the event of a collision, reducing the living space of the driver and passengers, and the safety protection performance needs to be improved. Summary of the invention

[0004] The purpose of the present application is to provide a front engine compartment reinforcement structure and a car using the same, so as to solve the technical problems that the existing car front engine compartment anti-collision structure has low strength, is easily damaged and invaded into the cab under collision impact, and has poor safety protection performance.

[0005] In a first aspect, the present application provides a front cabin reinforcement structure, comprising:

[0006] An integrated longitudinal beam running through the front cabin and the cab, comprising an integrated left longitudinal beam and an integrated right longitudinal beam symmetrically arranged, wherein the integrated left longitudinal beam and the integrated right longitudinal beam each comprise a front longitudinal beam section corresponding to the position running through the front cabin and a rear longitudinal beam section corresponding to the position running through the cab; and

[0007] An anti-collision beam assembly is fixedly connected to the front end of the front longitudinal beam section of the integrated left longitudinal beam and the integrated right longitudinal beam on opposite sides, and the anti-collision beam assembly includes a main anti-collision beam and at least one auxiliary anti-collision beam.

[0008] Furthermore, the front cabin reinforcement structure further includes a reinforcement plate and a column fixedly connected to the front longitudinal beam section of the integrated longitudinal beam and arranged near the front end thereof, the column being fixedly connected to the reinforcement plate, and the reinforcement plate being fixedly connected to the front longitudinal beam section of the integrated longitudinal beam;

[0009] The reinforcing plate includes a left reinforcing plate and a right reinforcing plate respectively fixedly connected to the integrated left longitudinal beam and the integrated right longitudinal beam, the pillar includes a left pillar and a right pillar respectively fixedly arranged on the integrated left longitudinal beam and the integrated right longitudinal beam, and the opposite ends of at least one of the auxiliary anti-collision beams are detachably connected and fixed to the left pillar and the right pillar.

[0010] Furthermore, the integrated left longitudinal beam and the integrated right longitudinal beam are both hollow beam structures with strip grooves extending along the length direction thereof, and include two first beam walls and a second beam wall arranged opposite to each other and a beam bottom plate connected to the bottom edge of the first beam wall and the bottom edge of the second beam wall;

[0011] A connecting portion is provided at the bottom of the reinforcing plate, and the connecting portion extends into the strip-grooved hollow beam structure. The connecting portion includes two oppositely arranged first connecting walls and a second connecting wall and a connecting bottom wall connected to the bottom edge of the first connecting wall and the bottom edge of the second connecting wall. The connecting bottom wall is used to connect and fix the column, and the first connecting wall and the second connecting wall are used to be spot-welded and connected to the first beam wall and the second beam wall.

[0012] Furthermore, the columns are fixed to the connecting bottom wall of the reinforcing plate by spot welding respectively through a first column connecting plate and a second column connecting plate on opposite sides along the length extension direction of the integrated longitudinal beam; and / or

[0013] The depth of the connecting portion of the reinforcing plate extending into the strip-shaped groove hollow beam structure is greater than or equal to 26 mm.

[0014] Furthermore, the front end surfaces of the integrated left longitudinal beam and the integrated right longitudinal beam are both welded and fixedly connected with anti-collision beam connecting plates, and the opposite end sides of the main anti-collision beam are respectively detachably screwed and fixed to the first connecting surfaces of the two anti-collision beam connecting plates.

[0015] Furthermore, the front end surfaces of the integrated left longitudinal beam and the integrated right longitudinal beam are also welded and fixedly connected with a first connecting patch located in the middle and a second connecting patch and a third connecting patch tightly arranged on opposite sides of the first connecting patch, and the connecting plate surfaces of the first connecting patch, the second connecting patch and the third connecting patch are located on the same plane and are all fitted and fixedly connected to the second connecting surface of the anti-collision beam connecting plate which is away from the first connecting surface.

[0016] Furthermore, the front end of the connecting portion of the reinforcing plate is also provided with an upwardly arranged flange, the bottom edge of the flange is connected to the connecting bottom wall, the flange is located above the first connecting patch plate, and the outer surface of the flange is located on the same plane as the connecting plate surface of the first connecting patch plate, the tops of the second connecting patch plate and the third connecting patch plate extend upward to the highest point of the top and are flush with the top of the flange, and the outer surface of the flange is also fit and fixed to the second connecting surface of the anti-collision beam connecting plate.

[0017] Furthermore, the anti-collision beam assembly includes the main anti-collision beam and a first auxiliary anti-collision beam and a second auxiliary anti-collision beam which are located above the main anti-collision beam and are arranged in sequence and spaced apart from each other;

[0018] The opposite ends of the first auxiliary anti-collision beam are detachably connected and fixed to the top of the left column and the right column, and the opposite ends of the second auxiliary anti-collision beam are detachably connected and fixed between the top and the bottom of the left column and the right column.

[0019] Furthermore, the anti-collision beam assembly also includes a third auxiliary anti-collision beam located below the main anti-collision beam, the bottoms of the front ends of the integrated left longitudinal beam and the integrated right longitudinal beam are respectively connected and fixed with a left connecting structure member and a right connecting structure member extending downward, and the opposite two ends of the third auxiliary anti-collision beam are respectively detachably connected and fixed to the left connecting structure member and the right connecting structure member; and / or

[0020] The rear longitudinal beam section of the integrated longitudinal beam is bent and transitioned toward the front longitudinal beam section.

[0021] In a second aspect, the present application provides a car including the front cabin reinforcement structure described in any one of the above.

[0022] Compared with the prior art, the front engine compartment reinforcement structure and the automobile using the same provided by the present application, first of all, the front engine compartment reinforcement structure includes an integrated longitudinal beam running through the front engine compartment and the cab, including an integrated left longitudinal beam and an integrated right longitudinal beam symmetrically arranged, the integrated structure is an integrally molded structure, compared with the welding and splicing fixation of the front engine compartment longitudinal beam and the vehicle body longitudinal beam in the prior art, there is no welded splicing part, in the event of a collision, the integrated structure directly bears the collision impact, the impact resistance is higher, the main structure of the front engine compartment is not easy to change and damage, and it is not easy to impact and invade the cab, thereby ensuring the living space of the driver and passengers and improving the safety protection performance; and the anti-collision beam assembly at the front end of the front engine compartment reinforcement structure enhances the anti-collision structural performance, which includes a main anti-collision beam and at least one auxiliary anti-collision beam, which greatly improves the anti-collision resistance capability of the front engine compartment of the vehicle, improves the installation protection performance of the vehicle, and thus reduces the maintenance cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0024] Figure 1 This is a schematic diagram of the overall structure of the front cabin reinforcement structure provided in an embodiment of the present application;

[0025] Figure 2 A schematic diagram of the structure of the integrated left longitudinal beam provided in an embodiment of the present application;

[0026] Figure 3 A schematic diagram of the structure of the integrated left longitudinal beam and the left reinforcing plate connected to each other provided in an embodiment of the present application;

[0027] Figure 4 A schematic diagram of a portion of the front cabin reinforcement structure provided in an embodiment of the present application Figure 1 ;

[0028] Figure 5 A schematic diagram of a portion of the front cabin reinforcement structure provided in an embodiment of the present application Figure 2 ;

[0029] Figure 6 A schematic diagram of a portion of the front cabin reinforcement structure provided in an embodiment of the present application Figure 3 ;

[0030] Figure 7 A schematic diagram of a portion of the front cabin reinforcement structure provided in an embodiment of the present application Figure 4 ;

[0031] Figure 8 An enlarged view of the connection part of the main anti-collision beam provided in the embodiment of the present application;

[0032] Fig. 9 A partial enlarged view of the connection of the first auxiliary anti-collision beam provided in an embodiment of the present application;

[0033] Fig.10 A partial enlarged view of the connection of the second auxiliary anti-collision beam provided in an embodiment of the present application;

[0034] Fig.11 This is a partial enlarged view of the connection of the third auxiliary anti-collision beam provided in an embodiment of the present application.

[0035] Reference numerals:

[0036] 100-front cabin reinforcement structure;

[0037] 10-Integrated longitudinal beam;

[0038] 11-Integrated left longitudinal beam;

[0039] 12-integrated right longitudinal beam;

[0040] 131-front longitudinal beam section;

[0041] 132-rear longitudinal beam section;

[0042] 14- Strip groove hollow beam structure;

[0043] 141- first beam wall;

[0044] 142-second beam wall;

[0045] 143-beam bottom plate;

[0046] 20-anti-collision beam assembly;

[0047] 21- Main anti-collision beam;

[0048] 22- first auxiliary anti-collision beam;

[0049] 23- second auxiliary anti-collision beam;

[0050] 24-third auxiliary anti-collision beam;

[0051] 31-left reinforcement plate;

[0052] 32-right reinforcement plate;

[0053] 33-connecting part;

[0054] 331-first connecting wall;

[0055] 332- second connecting wall;

[0056] 333- connected to the bottom wall;

[0057] 334-Flanging;

[0058] 41-left upright;

[0059] 42-right upright;

[0060] 43- first column connecting plate;

[0061] 44-second column connecting plate;

[0062] 50-anti-collision beam connecting plate;

[0063] 51- first connecting surface;

[0064] 61- first connecting patch plate;

[0065] 62- second connecting patch plate;

[0066] 63-third connecting patch plate;

[0067] 71-left connecting structural member;

[0068] 72-right connecting structural member;

[0069] 81- screw connection hole;

[0070] 82-Spot welding holes. DETAILED DESCRIPTION

[0071] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various different configurations.

[0072] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for which protection is sought, but merely represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0073] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0074] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, or the positions or positional relationships in which the product of the application is usually placed when in use. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0075] In addition, the terms "horizontal", "vertical", "overhanging" and the like do not mean that the components are required to be absolutely horizontal or overhanging, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0076] In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0077] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0078] like Figures 1 to 11 As shown, the embodiment of the present application provides a front cabin reinforcement structure 100, and a car using the front cabin reinforcement structure 100. The front cabin reinforcement structure 100 includes an integrated longitudinal beam 10 that passes through the front cabin and the cab, and the integrated longitudinal beam 10 includes an integrated left longitudinal beam 11 and an integrated right longitudinal beam 12 that are symmetrically arranged on the left and right sides, and the integrated longitudinal beam 10 (including the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12) each includes a front longitudinal beam section 131 corresponding to the position of the front cabin and a rear longitudinal beam section 132 corresponding to the position of the cab; and also includes an anti-collision beam assembly 20 fixedly connected to the front end of the front longitudinal beam section 131 of the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12 at opposite sides, and the anti-collision beam assembly 20 includes a main anti-collision beam 21 and at least one auxiliary anti-collision beam.

[0079] Compared with the prior art, the front engine compartment reinforcement structure 100 and the automobile using the same provided by the embodiment of the present application, first of all, the front engine compartment reinforcement structure 100 includes an integrated longitudinal beam 10 that runs through the front engine compartment and the cab, including an integrated left longitudinal beam 11 and an integrated right longitudinal beam 12 that are symmetrically arranged. The integrated structure is an integrally molded structure. Compared with the welding and splicing of the front engine compartment longitudinal beam and the vehicle body longitudinal beam in the prior art, there is no welded splicing part. In the event of a collision, the integrated structure directly bears the collision impact, and has higher impact resistance. The main structure of the front engine compartment is not easy to change and damage, and is not easy to impact and invade the cab, thereby ensuring the living space of the driver and passengers and improving the safety protection performance; and the anti-collision beam assembly 20 at the front end of the front engine compartment reinforcement structure 100 enhances the anti-collision structural performance, which includes a main anti-collision beam 21 and at least one auxiliary anti-collision beam, which greatly improves the anti-collision resistance capability of the front engine compartment of the vehicle, improves the installation protection performance of the vehicle, and thus reduces the maintenance cost.

[0080] like Figure 2As shown, to facilitate chassis layout, the front and rear sections of the integrated longitudinal beam 10 may be designed with a bending angle. Specifically, the rear longitudinal beam section 132 of the integrated longitudinal beam 10 (including the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12) may be bent and transitioned toward the front longitudinal beam section 131.

[0081] Further, such as Figure 1 , Figure 3 , Figure 4 and Figure 7 As shown, the front cabin reinforcement structure 100 also includes a reinforcement plate and a column fixedly connected to the front longitudinal beam section 131 of the integrated longitudinal beam 10 and arranged near the front end thereof, the column is fixedly connected to the reinforcement plate, and the reinforcement plate is fixedly connected to the front longitudinal beam section 131 of the integrated longitudinal beam 10. The column is arranged to provide a connection and fixing support structure for the auxiliary anti-collision beam and to make up for the structural defect of the commercial vehicle's short front end resulting in its insufficient anti-collision performance; the reinforcement plate is arranged to provide a connection support reinforcement structure for the column.

[0082] Specifically, the reinforcing plate includes a left reinforcing plate 31 and a right reinforcing plate 32 respectively fixedly connected to the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12, and the pillar includes a left pillar 41 and a right pillar 42 respectively fixedly arranged on the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12, and the left reinforcing plate 31 and the right reinforcing plate 32 are respectively fixedly connected to the front longitudinal beam section 131 of the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12 and are fixedly connected near the front end thereof, and the left pillar 41 and the right pillar 42 are respectively arranged on the The integrated left longitudinal beam 11 and the integrated right longitudinal beam 12 are arranged vertically on the front longitudinal beam section 131 and close to the front end thereof; and the opposite ends of at least one of the aforementioned auxiliary anti-collision beams (such as the first auxiliary anti-collision beam 22 and the second auxiliary anti-collision beam 23) are fixedly connected to the left pillar 41 and the right pillar 42. Preferably, the opposite ends of the auxiliary anti-collision beam are detachably fixedly connected to the left pillar 41 and the right pillar 42, which facilitates replacement and maintenance, reduces maintenance costs, improves maintenance efficiency, and allows the front engine room of the vehicle to quickly resume normal use.

[0083] A specific embodiment is as follows Figures 2 to 4 As shown, the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12 are both strip-shaped groove hollow beam structures 14 extending along their length directions, and the strip-shaped groove hollow beam structures 14 include two oppositely arranged first beam walls 141 and second beam walls 142 and a beam bottom plate 143 connected to the bottom edges of the first beam walls 141 and the second beam walls 142.

[0084] Furthermore, the bottom of the aforementioned reinforcing plate (including the left reinforcing plate 31 and the right reinforcing plate 32) is provided with a connecting portion 33, and the connecting portion 33 of the reinforcing plate extends into the aforementioned strip groove hollow beam structure 14 for connection, so as to improve the stability of the welding connection and ensure the welding quality; specifically, the connecting portion 33 includes two oppositely arranged first connecting walls 331 and second connecting walls 332 and a connecting bottom wall 333 connected to the bottom edge of the first connecting wall 331 and the bottom edge of the second connecting wall 332, and the connecting bottom wall 333 is used to connect and fix the aforementioned columns (including the left column 41 and the right column 42), and the first connecting wall 331 and the second connecting wall 332 are used to be welded and connected to the first beam wall 141 and the second beam wall 142, preferably by spot welding, such as Figure 3 Spot weld holes 82 are shown.

[0085] In order to further ensure the welding quality, the depth of the connecting portion 33 of the reinforcing plate (including the left reinforcing plate 31 and the right reinforcing plate 32) in the aforementioned embodiment extending into the strip groove hollow beam structure 14 is greater than or equal to 26 mm. In other words, the longitudinal depth of the first connecting wall 331 and the second connecting wall 332 of the aforementioned connecting portion 33 is greater than or equal to 26 mm, thereby ensuring the spot welding connection area and the spot welding connection quality.

[0086] Another further embodiment is, Figure 4 As shown, the aforementioned columns (including the left column 41 and the right column 42) can be spot-welded and fixed to the connecting bottom wall 333 of the aforementioned reinforcing plate through the first column connecting plate 43 and the second column connecting plate 44 at opposite sides along the length extension direction of the integrated longitudinal beam 10, so as to further enhance the connection reliability and improve the connection and fixing strength.

[0087] like Figure 6 and Figure 7 As shown, the front end surfaces of the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12 are both welded and fixedly connected with an anti-collision beam connecting plate 50, and the opposite end sides of the main anti-collision beam 21 are respectively detachably screwed and fixed to the first connecting surfaces 51 of the two anti-collision beam connecting plates 50. Specifically, the first connecting surface 51 of the anti-collision beam connecting plate 50 may be provided with a screw hole 81. In this way, the main anti-collision beam 21 can be disassembled and replaced or repaired separately, which reduces the maintenance cost, improves the maintenance efficiency, and allows the front engine room of the car to quickly return to normal use. And as Figure 8 , which is an enlarged structural view of the connection position between the end of the main anti-collision beam 21 and the anti-collision beam connecting plate 50 .

[0088] Based on the above embodiments, Figure 5As shown, the front end surfaces of the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12 can also be welded and fixedly connected with a first connecting patch plate 61 located in the middle and a second connecting patch plate 62 and a third connecting patch plate 63 located on opposite sides of the first connecting patch plate 61 and tightly arranged, preferably by spot welding, and the connecting plate surfaces of the first connecting patch plate 61, the second connecting patch plate 62 and the third connecting patch plate 63 are located on the same plane and are all fixedly connected with the second connecting surface of the aforementioned anti-collision beam connecting plate 50 away from its first connecting surface 51. The arrangement of the three patch plates (the first connecting patch plate 61, the second connecting patch plate 62 and the third connecting patch plate 63) can enhance the flatness of the connecting surface and further strengthen the connection strength of the connecting position.

[0089] A further embodiment is as follows Figures 3 to 6 As shown, the front end of the connection portion 33 of the aforementioned reinforcing plate is also provided with an upwardly disposed flange 334, the bottom edge of which is connected to the aforementioned connection bottom wall 333, the flange 334 is located above the aforementioned first connection patch 61, and the outer surface of the flange 334 is located on the same plane as the connection plate surface of the first connection patch 61, and the top of the second connection patch 62 and the third connection patch 63 is preferably extended upward to the highest point thereof and is flush with the top of the flange 334, and the outer surface of the flange 334 is also fitted and connected and fixed to the second connection surface of the aforementioned anti-collision beam connection plate 50, and the spot welding connection and fixing method can be adopted here. Such a configuration can further improve the abutment support strength, improve the tightness of the structural connection, and improve the overall structural connection strength of the front part of the front cabin.

[0090] A preferred embodiment is as follows Figure 1 As shown, the aforementioned anti-collision beam assembly 20 may specifically include a main anti-collision beam 21, a first auxiliary anti-collision beam 22 and a second auxiliary anti-collision beam 23 located above the main anti-collision beam 21 and arranged in sequence, and a third auxiliary anti-collision beam 24 located below the main anti-collision beam 21 and arranged in sequence. Such an arrangement can further improve the anti-collision performance of the front of the vehicle. The main anti-collision beam 21 and the three auxiliary anti-collision beams can be fixedly connected by a detachable connection fixing method of screw connection, so that the four anti-collision beams can be repaired or replaced separately, reducing maintenance costs, improving maintenance efficiency, and ensuring that the vehicle can be restored to normal use as soon as possible.

[0091] Specifically, the two opposite ends of the first auxiliary anti-collision beam 22 are detachably connected and fixed to the tops of the left column 41 and the right column 42. The specific end connection details are shown in the enlarged diagram as follows: Figure 8 As shown; the opposite ends of the second auxiliary anti-collision beam 23 are detachably connected and fixed to the middle section between the top and bottom of the left column 41 and the right column 42, and the specific end connection details are enlarged as shown in Fig.10 shown.

[0092] Further, such as Figure 1 , Figure 7 and Fig.11 As shown, the bottom of the front end of the integrated left longitudinal beam 11 and the integrated right longitudinal beam 12 are respectively connected and fixed with a left connecting structure 71 and a right connecting structure 72 extending downward, and the opposite ends of the aforementioned third auxiliary anti-collision beam 24 can be respectively detachably connected and fixed to the left connecting structure 71 and the right connecting structure 72.

[0093] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A front cabin reinforcement structure, characterized in that: include: An integrated longitudinal beam running through the front cabin and the cab, comprising an integrated left longitudinal beam and an integrated right longitudinal beam symmetrically arranged, and the integrated left longitudinal beam and the integrated right longitudinal beam each comprise a front longitudinal beam section corresponding to the position running through the front cabin and a rear longitudinal beam section corresponding to the position running through the cab; and An anti-collision beam assembly is fixedly connected to the front end of the front longitudinal beam section of the integrated left longitudinal beam and the integrated right longitudinal beam on opposite sides, and the anti-collision beam assembly includes a main anti-collision beam and at least one auxiliary anti-collision beam.

2. The front cabin reinforcement structure according to claim 1, characterized in that: It also includes a reinforcing plate and a column fixedly connected to the front longitudinal beam section of the integrated longitudinal beam and arranged near the front end thereof, the column being fixedly connected to the reinforcing plate, and the reinforcing plate being fixedly connected to the front longitudinal beam section of the integrated longitudinal beam; The reinforcing plate includes a left reinforcing plate and a right reinforcing plate respectively fixedly connected to the integrated left longitudinal beam and the integrated right longitudinal beam, the pillar includes a left pillar and a right pillar respectively fixedly arranged on the integrated left longitudinal beam and the integrated right longitudinal beam, and the opposite ends of at least one of the auxiliary anti-collision beams are detachably connected and fixed to the left pillar and the right pillar.

3. The front cabin reinforcement structure according to claim 2, characterized in that: The integrated left longitudinal beam and the integrated right longitudinal beam are both hollow beam structures with strip grooves along the length extension direction thereof, and include two first beam walls and a second beam wall arranged opposite to each other and a beam bottom plate connected to the bottom edge of the first beam wall and the bottom edge of the second beam wall; A connecting portion is provided at the bottom of the reinforcing plate, and the connecting portion extends into the strip-grooved hollow beam structure. The connecting portion includes two oppositely arranged first connecting walls and a second connecting wall and a connecting bottom wall connected to the bottom edge of the first connecting wall and the bottom edge of the second connecting wall. The connecting bottom wall is used to connect and fix the column, and the first connecting wall and the second connecting wall are used to be spot-welded and connected to the first beam wall and the second beam wall.

4. The front cabin reinforcement structure according to claim 3, characterized in that: The columns are fixed to the connecting bottom wall of the reinforcing plate by spot welding respectively at opposite sides along the length extension direction of the integrated longitudinal beam through a first column connecting plate and a second column connecting plate; and / or The depth of the connecting portion of the reinforcing plate extending into the strip-shaped groove hollow beam structure is greater than or equal to 26 mm.

5. The front cabin reinforcement structure according to claim 3 or 4, characterized in that: The front end surfaces of the integrated left longitudinal beam and the integrated right longitudinal beam are both welded and fixedly connected with anti-collision beam connecting plates, and the opposite end sides of the main anti-collision beam are respectively detachably screwed and fixed to the first connecting surfaces of the two anti-collision beam connecting plates.

6. The front cabin reinforcement structure according to claim 5, characterized in that: The front end surfaces of the integrated left longitudinal beam and the integrated right longitudinal beam are also welded and fixedly connected with a first connecting patch located in the middle and a second connecting patch and a third connecting patch tightly arranged on opposite sides of the first connecting patch, and the connecting plate surfaces of the first connecting patch, the second connecting patch and the third connecting patch are located on the same plane and are all fitted and fixedly connected to the second connecting surface of the anti-collision beam connecting plate which is away from the first connecting surface.

7. The front cabin reinforcement structure according to claim 6, characterized in that: The front end of the connecting portion of the reinforcing plate is also provided with an upwardly arranged flange, the bottom edge of the flange is connected to the connecting bottom wall, the flange is located above the first connecting patch plate, and the outer surface of the flange is located on the same plane as the connecting plate surface of the first connecting patch plate, the tops of the second connecting patch plate and the third connecting patch plate extend upward to the highest point of the top and are flush with the top of the flange, and the outer surface of the flange is also fitted and fixed to the second connecting surface of the anti-collision beam connecting plate.

8. The front cabin reinforcement structure according to claim 2, characterized in that: The anti-collision beam assembly includes the main anti-collision beam and a first auxiliary anti-collision beam and a second auxiliary anti-collision beam which are located above the main anti-collision beam and are arranged in sequence at intervals; The opposite ends of the first auxiliary anti-collision beam are detachably connected and fixed to the top of the left column and the right column, and the opposite ends of the second auxiliary anti-collision beam are detachably connected and fixed between the top and the bottom of the left column and the right column.

9. The front cabin reinforcement structure according to claim 8, characterized in that: The anti-collision beam assembly further includes a third auxiliary anti-collision beam located below the main anti-collision beam, the bottoms of the front ends of the integrated left longitudinal beam and the integrated right longitudinal beam are respectively connected and fixed with a left connecting structure member and a right connecting structure member extending downward, and the opposite two ends of the third auxiliary anti-collision beam are respectively detachably connected and fixed to the left connecting structure member and the right connecting structure member; and / or The rear longitudinal beam section of the integrated longitudinal beam is bent and transitioned toward the front longitudinal beam section.

10. An automobile, characterized in that: The invention comprises the front cabin reinforcement structure according to any one of claims 1 to 9.

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