Front shock absorption tower connecting cross beam, front cabin structure and vehicle

Abstract

The invention relates to the field of vehicle bodies, and discloses a front shock absorption tower connecting cross beam, a front cabin structure and a vehicle. The front shock absorption tower connecting cross beam comprises a beam plate and a connecting part used for installing and fixing. The wing plate is arranged around the outline of the beam plate; the first rib group is arranged on the top surface of the beam plate in a net shape; and the second rib group is arranged on the bottom surface of the beam plate in a net shape. The front shock absorption tower connecting cross beam is used for a front cabin structure and a vehicle. The basic beam body is composed of the beam plate and the wing plate, and the first rib set and the second rib set are arranged on the beam plate, so that the number of connecting points of the front shock absorption tower connecting cross beam is smaller, the integrity is better, the optimal basic beam body configuration is easy to optimize under different front cabin structures, the flexible and varied differentiated structural strength design is achieved, and the structural strength is improved. Therefore, the problem of insufficient structural strength of the front shock absorption tower connecting cross beam of the vehicle is solved.

Description

Technical Field

[0001] This application belongs to the field of vehicle body, specifically relating to a front shock absorber tower connecting beam, front engine compartment structure, and vehicle. Background Technology

[0002] The front shock absorber tower connecting beam is an important frame structure in the front engine compartment of the vehicle. It is generally used to connect the left front shock absorber tower, the right front shock absorber tower, and the front bulkhead to improve the torsional stiffness of the whole vehicle and the NVH performance of the windshield and front bulkhead areas.

[0003] In existing technologies, traditional front damper tower connecting beams typically consist of multiple components, including horizontal pipe beams, diagonal pipe beams, and mounting brackets, assembled through processes such as welding, riveting, and bolting. Due to the numerous connection points resulting from the use of multiple components, it is difficult to further improve the overall strength of traditional front damper tower connecting beams. Furthermore, the dimensional instability caused by cumulative dimensional tolerances also leads to poor interchangeability of components in traditional front damper tower connecting beams. In addition, the large number of components and numerous production processes result in high production costs and low production efficiency for traditional front damper tower connecting beams. Summary of the Invention

[0004] The purpose of this application is to provide a front shock absorber tower connecting crossbeam, a front engine compartment structure, and a vehicle, in order to solve the problem of insufficient structural strength of the front shock absorber tower connecting crossbeam of the vehicle, thereby improving the overall structural strength.

[0005] To achieve the above objectives, the first aspect of this application provides a front damping tower connecting crossbeam, comprising:

[0006] Beams and slabs are used for fixed installation connections;

[0007] Flanges are arranged around the outline of the beam plate;

[0008] The first set of reinforcement is arranged in a mesh pattern on the top surface of the beam and slab;

[0009] The second set of reinforcement is arranged in a mesh pattern on the bottom surface of the beam and slab.

[0010] In some embodiments, the connecting portion includes a first end connecting portion, a second end connecting portion, and a third end connecting portion distributed in a triangular pattern on the periphery of the beam plate. The first end connecting portion and the second end connecting portion are used to connect the front shock absorber towers on both sides inside the front engine compartment of the vehicle, and the third end connecting portion is used to connect the front bulkhead inside the front engine compartment of the vehicle.

[0011] In some embodiments, the beam is inclined upward relative to the horizontal plane, and the third end connection is higher than the first end connection and the second end connection.

[0012] In some embodiments, the first end connection portion or the second end connection portion is provided with an arc-shaped structure for surrounding the root profile of the front shock absorber tower, and a plurality of vertical connection holes are arranged at intervals on the arc-shaped structure.

[0013] In some embodiments, the third end connection portion is provided with a vertical connecting plate for fitting the front bulkhead, and the vertical connecting plate is provided with a plurality of transverse connecting holes spaced apart.

[0014] In some embodiments, the outer contour of the beam plate is an isosceles trapezoid, and the central part of the beam plate is hollowed out.

[0015] In some embodiments, the first or second rib group is in the form of a grid and extends parallel to the outline of the beam slab.

[0016] In some embodiments, the flange is at a greater height on the top surface of the beam than on the bottom surface of the beam, and the ribs of the first rib group are at a greater height than the ribs of the second rib group.

[0017] In some embodiments, the front shock absorber tower connecting beam further includes an accessory mounting point for mounting components inside the vehicle's front engine compartment. The accessory mounting point is located on the top or bottom surface of the beam plate, and the accessory mounting point is located at the mesh intersection of the first or second rib group.

[0018] In some embodiments, the accessory mounting points include radiator mounting points and wiper mounting points.

[0019] In some embodiments, the front shock absorber tower connecting beam is integrally formed by die casting of magnesium alloy.

[0020] A second aspect of this application provides a front engine compartment structure for a vehicle, including a left front shock absorber tower, a right front shock absorber tower, a front bulkhead, and the aforementioned front shock absorber tower connecting beam; a first end connection portion is fastened to the left front shock absorber tower, a second end connection portion is fastened to the right front shock absorber tower, and a third end connection portion is fastened to the front bulkhead.

[0021] A third aspect of this application provides a vehicle including the aforementioned front engine compartment structure.

[0022] Compared with the prior art, the beneficial effects of this application are as follows:

[0023] This application uses a beam and a flange to form a basic beam body, and a first stiffener group and a second stiffener group arranged on the top and bottom surfaces of the beam and flange. This reduces the number of connection points of the front shock absorber tower connecting beam and improves the overall integrity. It is easy to optimize the best basic beam body configuration under different front engine compartment structures, and has a flexible and varied differentiated structural strength design. This solves the problem of insufficient structural strength of the front shock absorber tower connecting beam of the vehicle and achieves the effect of improving the overall structural strength.

[0024] Other features and advantages of the embodiments of this application will be described in detail in the following detailed description section. Attached Figure Description

[0025] The accompanying drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the following detailed description to explain the embodiments of this application, but do not constitute a limitation on the embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without any inventive effort. In the drawings:

[0026] Figure 1 This is a three-dimensional structural diagram of the front shock absorber tower connecting beam, which is a specific embodiment of this application.

[0027] Figure 2 This is a top view of the front shock absorber tower connecting beam, which is a specific embodiment of this application.

[0028] Figure 3 This is a partial enlarged view of the front shock absorber tower connecting beam, which is a specific embodiment of this application.

[0029] Figure 4 This is a cross-sectional view of the CC section of the front shock absorber tower connecting beam, which is a specific embodiment of this application.

[0030] Figure 5 This is a structural diagram of the forward cabin structure according to a specific embodiment of this application.

[0031] Explanation of reference numerals in the attached drawings: beam plate 1, first end connection 11, second end connection 12, third end connection 13, arc-shaped structure 14, vertical connection plate 15, wing plate 2, first rib group 31, second rib group 32, radiator mounting point 41, wiper mounting point 42, left front shock absorber tower 91, right front shock absorber tower 92, front bulkhead 93. Detailed Implementation

[0032] The specific embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this application.

[0033] like Figures 1 to 5As shown, a front shock absorber tower connecting beam includes:

[0034] Beam 1 is provided with a connecting part for installation and fixing;

[0035] Wing plate 2, with its outline surrounding beam plate 1;

[0036] The first reinforcement group 31 is arranged in a mesh on the top surface of the beam slab 1;

[0037] The second reinforcement group 32 is arranged in a mesh pattern on the bottom surface of beam 1.

[0038] In this application, the front shock absorber tower connecting beam is integrally cast, eliminating the traditional method of assembling multiple parts. On one hand, this reduces the number of connection points between parts, thereby reducing structural weak points on the front shock absorber tower connecting beam and significantly improving its overall structural strength. On the other hand, reducing the number of parts and production processes simplifies the structural design of the front shock absorber tower connecting beam, reduces cumulative dimensional tolerances, and thus improves its interchangeability, optimizes its manufacturing process, lowers production costs, and increases production efficiency. Furthermore, from a production management perspective, the cast front shock absorber tower connecting beam also reduces investment in production equipment and the area required for production space.

[0039] Furthermore, compared to the traditional method of using a combination of tubular beams as the basic beam, using a beam plate 1 plus flange plate 2 to form the basic beam offers several advantages. First, the shape and position of the end connections can be quickly adjusted by setting the shape of beam plate 1 to match the front engine compartment structure of different vehicle models, thereby shortening the design cycle of the front shock absorber tower connecting beam. Simultaneously, through stress path simulation calculations, the optimal basic beam configuration for different front engine compartment structures can be easily obtained, and the thickness of beam plate 1 can be easily adjusted according to the different working conditions in different areas, thus improving the overall structural strength of the front shock absorber tower connecting beam. Second, using beam plate 1 plus flange plate 2 to form the basic beam easily meets and reduces the casting process requirements of the front shock absorber tower connecting beam, further reducing its production cost and improving its production efficiency.

[0040] Finally, in response to increasingly stringent frontal collision standards for vehicles, the first stiffener group 31 and the second stiffener group 32 on beam 1 form an upper and lower stiffener arrangement. This allows for flexible and efficient reinforcement of structural weak points on the front shock absorber tower connecting beam within a limited space. For example, by optimizing the collision topology path, the number, thickness, height, density, and arrangement of the stiffeners in the first stiffener group 31 and the second stiffener group 32 can be adjusted. The first stiffener group 31 and the second stiffener group 32 can increase the force transmission channels of the front shock absorber tower connecting beam, enabling the front shock absorber tower connecting beam to better transmit collision force and disperse collision energy, thereby improving the overall structural strength and collision force transmission performance of the front shock absorber tower connecting beam.

[0041] This application utilizes a one-piece casting process, where the beam plate 1 and the flange plate 2 form the basic beam body, along with the first rib group 31 and the second rib group 32 arranged on the top and bottom surfaces of the beam plate 1. This reduces the number of connection points of the cast front shock absorber tower connecting beam, resulting in better overall integrity. It facilitates the optimization of the optimal basic beam body configuration under different front engine compartment structures and offers flexible and varied structural strength designs. Furthermore, it reduces the number of manufactured parts, simplifies structural design and production processes, and reduces cumulative dimensional tolerances. This addresses the problem of insufficient structural strength in the vehicle's front shock absorber tower connecting beam, thereby improving overall structural strength and interchangeability, optimizing production processes, reducing production costs, and increasing production efficiency.

[0042] Specifically, the outer contour of beam slab 1 is generally an isosceles trapezoid, and the central part of beam slab 1 is hollowed out. The shape of the hollowed-out part can be circular, rectangular, or an isosceles trapezoid.

[0043] Specifically, the flange 2 can continuously or intermittently surround the outline of the beam plate 1, and the flange 2 can be set on the outer and / or inner outline of the beam plate 1.

[0044] Specifically, the connecting part includes a first end connecting part 11, a second end connecting part 12 and a third end connecting part 13 distributed in a triangular shape on the periphery of the beam plate 1. The first end connecting part 11 and the second end connecting part 12 are used to connect the front shock absorber towers on both sides inside the front engine compartment of the vehicle, and the third end connecting part 13 is used to connect the front bulkhead 93 inside the front engine compartment of the vehicle.

[0045] In this application, the first end connection 11, the second end connection 12, and the third end connection 13 on the beam plate 1 form a triangular structure, which can disperse forces and energy from different directions, thereby improving the overall structural strength and collision force transmission performance of the front shock absorber tower connecting beam. When the beam plate 1 is an isosceles trapezoid, the triangular structure is an isosceles triangle structure, which can achieve the best force transmission effect. In addition, the hollow center part of the beam plate 1 can save the casting material cost of the front shock absorber tower connecting beam and reduce its weight, which is beneficial to lightweight design.

[0046] In some embodiments, the beam is an isosceles trapezoidal plate with a central hollow core, and clearance notches can be adaptively provided on the beam's outline according to the structure of the vehicle's front engine compartment. The beam is 3mm thick, the flange 2 is 5mm thick, and the first stiffener group 31 and the second stiffener group 32 are 5mm thick. The flange 2 is perpendicularly provided on the outline edge of the beam plate 1, and the beam plate 1 and the flange 2 form a basic beam with an I-shaped cross-section. With the long side of the beam as the forward direction, the first end connection 11 is located at the left end of the long side of the beam plate 1, the second end connection 12 is located at the right end of the long side of the beam plate 1, and the third end connection 13 is located at the rear end of the short side of the beam plate 1. The three connection parts securely install the front shock absorber tower connecting beam in the vehicle's front engine compartment at three points.

[0047] like Figure 5 As shown, the beam 1 is further inclined upward relative to the horizontal plane, and the third end connection 13 is higher than the first end connection 11 and the second end connection 12. The third end connection 13, the first end connection 11, and the second end connection 12 form a spatial triangular structure, which can better disperse the torque and energy from the vertical plane, thereby improving the overall structural strength and collision force transmission performance of the front shock absorber tower connecting beam.

[0048] In some embodiments, the first end connection portion 11 and the second end connection portion 12 are provided with transition surfaces to adjust the angle of the first end connection portion 11 or the second end connection portion 12 relative to the horizontal plane so as to overlap on the front shock absorber tower.

[0049] Furthermore, the first end connecting portion 11 or the second end connecting portion 12 is provided with an arc-shaped structure 14 for surrounding the root contour of the front shock absorber tower, and a plurality of vertical connecting holes are arranged at intervals on the arc-shaped structure 14. The arc-shaped structure 14 can form a snap-fit ​​with the front shock absorber tower, and during the collision process, it further transmits the force and energy between the two, thereby improving the collision force transmission performance of the front shock absorber tower connecting beam.

[0050] Furthermore, the third end connection portion 13 is provided with a vertical connecting plate 15 for fitting the front panel 93, and a number of horizontal connecting holes are arranged at intervals on the vertical connecting plate 15.

[0051] In some embodiments, the vertical connecting holes on the arc-shaped structure 14 are spaced apart along the arc edge and connect with the wing plate 2. The vertical connecting plate 15 is formed by extending upward from the wing plate 2 at the rear end of the short side of the beam plate 1. During installation, threaded fasteners are used to pass through the vertical connecting holes on the arc-shaped structure 14 and the transverse connecting holes on the vertical connecting plate 15 to fix the front shock absorber tower connecting beam to the front shock absorber tower and the front bulkhead 93.

[0052] Specifically, the first reinforcement group 31 or the second reinforcement group 32 is in the shape of a grid and extends parallel to the outline of the beam slab 1.

[0053] Specifically, the height of the flange 2 on the top surface of the beam 1 is greater than the height of the flange 2 on the bottom surface of the beam 1, and the height of the reinforcing bars of the first reinforcing bar group 31 is greater than the height of the reinforcing bars of the second reinforcing bar group 32.

[0054] In some embodiments, the first stiffener group 31 or the second stiffener group 32 are provided with two kinds of mutually perpendicular stiffeners, which extend to the flange 2, and one of the stiffeners is always parallel to the outline of the beam 1.

[0055] Specifically, the cast front shock absorber tower connecting crossbeam also includes accessory mounting points for installing components inside the vehicle's front engine compartment. These mounting points are located on the top or bottom surface of the beam plate 1, at the mesh intersections of the first rib group 31 or the second rib group 32. Integrating accessory mounting points on the cast front shock absorber tower connecting crossbeam facilitates the integrated layout of the vehicle's front engine compartment structure, and the dimensional accuracy of the mounting points is easily guaranteed, thereby improving the assembly efficiency of the vehicle's front engine compartment. Furthermore, positioning the accessory mounting points at the mesh intersections of the first rib group 31 or the second rib group 32 improves the dynamic stiffness of the mounting points, thus enhancing the NVH performance of the vehicle's front engine compartment.

[0056] Furthermore, the accessory mounting points include radiator mounting point 41 and wiper mounting point 42.

[0057] In some embodiments, both the radiator mounting point 41 and the wiper mounting point 42 are bosses with mounting holes. The bosses are connected to the first rib group 31 or the second rib group 32, and some of the bosses are located at the mesh intersections of the first rib group 31 or the second rib group 32. The specific position of the bosses on the beam plate 1 is determined by the arrangement of the radiator and the wiper in the front engine compartment of the vehicle.

[0058] Specifically, the front shock absorber tower connecting beam is integrally formed by die casting of magnesium alloy. Magnesium alloy is a lightweight metal material, and die casting technology is mature. The integral die casting of magnesium alloy is conducive to the lightweighting of the front shock absorber tower connecting beam, thereby reducing the weight of the vehicle's front engine compartment.

[0059] In some embodiments, the casting front shock absorber tower connecting beam is made of magnesium alloy and integrally formed using 2500-ton die casting. After being formed by high-pressure die casting, the casting front shock absorber tower connecting beam does not require heat treatment and can obtain ideal tensile strength, yield strength, and elongation.

[0060] like Figure 5 As shown, a front engine compartment structure of a vehicle includes a left front shock absorber tower 91, a right front shock absorber tower 92, a front bulkhead 93, and the aforementioned cast front shock absorber tower connecting beam; wherein a first end connection 11 is fastened to the left front shock absorber tower 91, a second end connection 12 is fastened to the right front shock absorber tower 92, and a third end connection 13 is fastened to the front bulkhead 93.

[0061] A vehicle comprising the aforementioned front engine compartment structure.

[0062] The cast front shock absorber tower connecting crossbeam of this application has good overall structural strength, rigidity and collision force transmission performance. On the one hand, it can improve the vibration characteristics of the vehicle's front engine compartment and enhance the vehicle's NVH performance; on the other hand, it can disperse the collision energy in the event of a frontal collision, reduce the body deformation intrusion and improve the vehicle's collision safety.

[0063] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0064] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0065] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0066] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A front shock absorber tower connecting crossbeam, characterized in that, The front shock absorber tower connecting beam includes: The beam (1) is provided with a connecting part for installation and fixing; Wing plate (2), which is arranged around the outline of the beam plate (1); The first reinforcement group (31) is arranged in a mesh on the top surface of the beam and slab (1); The second reinforcement group (32) is arranged in a mesh on the bottom surface of the beam slab (1).

2. The front shock absorber tower connecting beam according to claim 1, characterized in that, The connecting part includes a first end connecting part (11), a second end connecting part (12) and a third end connecting part (13) distributed in a triangular shape on the periphery of the beam plate (1). The first end connecting part (11) and the second end connecting part (12) are respectively used to connect the front shock absorber towers on both sides inside the front engine compartment of the vehicle, and the third end connecting part (13) is used to connect the front bulkhead (93) inside the front engine compartment of the vehicle.

3. The front shock absorber tower connecting beam according to claim 2, characterized in that, The beam (1) is inclined upward relative to the horizontal plane, and the third end connection (13) is higher than the first end connection (11) and the second end connection (12).

4. The front shock absorber tower connecting beam according to claim 2, characterized in that, The first end connection part (11) or the second end connection part (12) is provided with an arc-shaped structure (14) for surrounding the root contour of the front shock absorber tower, and a plurality of vertical connection holes are arranged at intervals on the arc-shaped structure (14).

5. The front shock absorber tower connecting beam according to claim 2, characterized in that, The third end connection part (13) is provided with a vertical connecting plate (15) for fitting the front panel (93), and a plurality of horizontal connecting holes are arranged at intervals on the vertical connecting plate (15).

6. The front shock absorber tower connecting beam according to claim 2, characterized in that, The outer contour of the beam plate (1) is an isosceles trapezoid, and the central part of the beam plate (1) is hollowed out.

7. The front shock absorber tower connecting beam according to claim 1, characterized in that, The first rib group (31) or the second rib group (32) is in the shape of a grid and extends parallel to the outline of the beam slab (1).

8. The front shock absorber tower connecting beam according to claim 1, characterized in that, The height of the wing plate (2) on the top surface of the beam plate (1) is greater than the height of the wing plate (2) on the bottom surface of the beam plate (1), and the height of the ribs of the first rib group (31) is greater than the height of the ribs of the second rib group (32).

9. The front shock absorber tower connecting beam according to claim 1, characterized in that, The front shock absorber tower connecting beam also includes an accessory mounting point for installing components in the front engine compartment of the vehicle. The accessory mounting point is located on the top or bottom surface of the beam plate (1) and is located at the mesh intersection of the first rib group (31) or the second rib group (32).

10. A front engine compartment structure for a vehicle, characterized in that, It includes a left front shock absorber tower (91), a right front shock absorber tower (92), a front bulkhead (93), and a front shock absorber tower connecting beam according to any one of claims 2 to 9; the first end connection part (11) is fastened to the left front shock absorber tower (91), the second end connection part (12) is fastened to the right front shock absorber tower (92), and the third end connection part (13) is fastened to the front bulkhead (93).

11. A vehicle, characterized in that, Includes the forward cabin structure as described in claim 10.

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