Automobile front cabin and commercial automobile

Abstract

The utility model relates to the field of automobile manufacturing, in particular to an automobile front cabin and a commercial automobile, and the automobile front cabin comprises a longitudinal beam and an auxiliary frame connected below the longitudinal beam; the longitudinal beam comprises a longitudinal beam front section and a longitudinal beam middle section; a plurality of sections of collapse ribs are arranged on the outer side of the longitudinal beam front section at intervals; the auxiliary frame comprises a closed frame formed by an auxiliary frame front cross beam, an auxiliary frame rear cross beam and an auxiliary frame longitudinal beam. The commercial automobile comprises the automobile front cabin. The auxiliary frame is particularly suitable for a commercial vehicle with a short front cabin, when the vehicle collides, the longitudinal beam structure with the multi-section type crumple ribs can effectively absorb collision energy, under the condition, the auxiliary frame with the bending and torsional rigidity and the durability is enhanced, stable crumple of the longitudinal beam is kept, and the service life of the longitudinal beam is prolonged. And the structural integrity of the cab is kept, so that the injury to passengers is reduced.

Description

Technical Field

[0001] The utility model relates to the field of automobile manufacturing, in particular to an automobile front cabin and a commercial automobile. Background Art

[0002] With the development of the automobile industry, automobile safety has gradually attracted people's attention. Among them, automobile collision safety is an important part of automobile safety, and improving automobile collision safety is a research focus in the automobile field. During a car collision, the injuries suffered by the occupants mainly come from the impact and extrusion generated during the collision. In order to reduce the injuries suffered by the occupants, effective measures need to be taken to absorb the collision energy. Traditional automobile energy absorption structures mostly adopt energy absorption boxes or bellows-type longitudinal beam structures. For example, patent CN217515116U discloses a front longitudinal beam multi-path force transmission structure, which transmits the collision force by connecting the lower longitudinal tube beam at the bottom of the energy absorption box and the front cabin. However, the front cabin space of commercial vehicles on the market is short, and there is no space to arrange the energy absorption box at the front end of the longitudinal beam. The cabin cross beam and the column must be installed on the longitudinal beam, and it is not convenient to design it into a bellows-type longitudinal beam. When the car is in a frontal collision, the longitudinal beam cannot effectively absorb the collision energy, the bending and torsional stiffness of the subframe is low, and the durability is poor. It is impossible to ensure the stable collapse of the longitudinal beam, that is, it is impossible to maintain the structural integrity of the cab, which increases the risk of occupant injury. Utility Model Content

[0003] The utility model provides a front engine room of an automobile and a commercial automobile, which are used to ensure that when the automobile collides, under the condition that the longitudinal beam has a certain energy absorption effect, the auxiliary frame with enhanced bending, torsion rigidity and durability can keep the longitudinal beam stably collapsed.

[0004] In order to achieve the above utility model purpose, the utility model adopts the following technical solutions:

[0005] The utility model provides a front engine room of an automobile, comprising a longitudinal beam and a sub-frame connected below the longitudinal beam; the longitudinal beam comprises a longitudinal beam front section and a longitudinal beam middle section, and a plurality of collapse ribs are arranged at intervals on the outer side of the longitudinal beam front section; the sub-frame is connected below the longitudinal beam front section, and the sub-frame comprises a closed frame formed by a sub-frame front cross beam, a sub-frame rear cross beam and a sub-frame longitudinal beam.

[0006] The utility model is particularly suitable for commercial vehicles with shorter front cabins. When the vehicle collides, the longitudinal beam structure with multi-section crush ribs can effectively absorb the collision energy. Under this condition, the subframe with enhanced bending, torsional rigidity and durability can keep the longitudinal beam stably crushed, thereby maintaining the structural integrity of the cab and reducing the damage to the occupants.

[0007] Preferably, the length of the front end of the longitudinal beam cantilevering out of the front cross beam of the sub-frame in the longitudinal direction is not less than 20% of the length of the longitudinal beam of the sub-frame, and at least one section of the collapse rib is arranged on the cantilevered section. By arranging the sub-frame at a position later than the longitudinal beam, the sub-frame is prevented from being hit in the first place, thereby delaying the collision time of the steering gear.

[0008] Preferably, a clevis plate is connected vertically above the connection between the front cross beam of the sub-frame and the longitudinal beam of the sub-frame, and a threaded tube is provided on the clevis plate, and the sub-frame is connected to the front section of the longitudinal beam through the threaded tube. By providing the clevis plate, when the car collides, the longitudinal beam and the sub-frame have multiple stress points, which can ensure the stability of collapse.

[0009] Preferably, a sub-frame rear mounting plate is provided on the longitudinal beam; a connecting piece is provided at the connection between the sub-frame rear cross beam and the sub-frame longitudinal beam, flange bolts are provided at both ends of the sub-frame rear cross beam, and the sub-frame is connected to the sub-frame rear mounting plate through the flange bolts. The sub-frame longitudinal beam is not a straight tube, but is slightly inclined in the middle and relatively parallel to the longitudinal beam, so that the force can be better transmitted to the sub-frame rear mounting plate.

[0010] Preferably, a swing arm support seat is installed on the auxiliary frame longitudinal beam, and a swing arm mounting hole and a bolt matched with the swing arm mounting hole are provided on the connecting piece. By installing the swing arm on the auxiliary frame, the auxiliary frame space is fully utilized, making the cabin layout more reasonable.

[0011] Preferably, a steering gear mounting bracket is installed above the connecting piece, a pit is provided on the upper surface of the connecting piece, and a protrusion is provided on the lower surface of the connecting piece. The connecting piece is provided with a concave and convex upper surface by providing the pit, and the relatively convex part of the upper surface and the protrusion of the lower surface are equivalent to reinforcing ribs, which can effectively improve the strength and rigidity of the connecting piece.

[0012] Preferably, the subframe further comprises a subframe middle crossbeam connecting the two connecting members, and a rear suspension mounting bracket is mounted on the subframe middle crossbeam. The provision of the subframe middle crossbeam strengthens the stability of the closed frame, thereby improving the bending and torsional rigidity and durability of the subframe.

[0013] Preferably, the auxiliary frame longitudinal beam, the auxiliary frame front beam, the auxiliary frame rear beam and the auxiliary frame middle beam are all hollow inside. The hollow structure is conducive to reducing the weight of the auxiliary frame.

[0014] Preferably, the surfaces of the front cross beam and the rear cross beam of the sub-frame are provided with through holes, which are connected with the internal hollow. The provision of the through holes is conducive to reducing the weight of the sub-frame and strengthening the strength of the front cross beam and the rear cross beam of the sub-frame.

[0015] The utility model also provides a commercial vehicle, comprising the vehicle front cabin as described in any one of the above items.

[0016] Beneficial effects of the utility model: The subframe of the front cabin of the automobile is formed with multiple closed frames, which form a stable frame structure with the longitudinal beams, and the subframe and the crush ribs that improve the bending, torsional stiffness and durability cooperate with each other. When the longitudinal beam effectively absorbs the collision energy, the subframe keeps the longitudinal beam stably crushed, ensuring the integrity of the cockpit structure, thereby reducing the damage to the occupants. The various components that make up the subframe are effectively reduced in total weight on the basis of ensuring strength through the provision of hollow structures and weight-reducing holes. This commercial vehicle fully utilizes and saves the space of the front cabin of the automobile by arranging mounting brackets for other components on the subframe, and reserves space for the storage compartment. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is an axonometric view of the front engine compartment of the automobile of the present utility model.

[0018] Figure 2 It is a side view of the front engine compartment of the automobile of the present utility model.

[0019] Figure 3 for Figure 2 A partial enlarged view of point A in the middle.

[0020] Figure 4 It is an axonometric view of the front cabin subframe of the utility model.

[0021] Figure 5 for Figure 4 A partial enlarged view of point B in the middle.

[0022] Figure 6 It is a bottom view of the auxiliary frame of the utility model.

[0023] Figure 7 It is a bottom view of the auxiliary frame of the utility model.

[0024] Markings in the figure: longitudinal beam structure 10, longitudinal beam front section 11, longitudinal beam middle section 12, collapse rib 13, subframe rear mounting plate 14, subframe 20, subframe front cross beam 21, oblique block 211, subframe rear cross beam 22, flange bolt 221, subframe middle cross beam 23, rear suspension mounting bracket 231, subframe longitudinal beam 24, swing arm support seat 241, clevis plate 25, clevis plate through hole 251, threaded pipe 252, connector 26, pit 261, swing arm mounting hole 262, protrusion 263, steering gear mounting bracket 264, swing arm 30. DETAILED DESCRIPTION

[0025] The utility model is described in detail below in conjunction with the accompanying drawings.

[0026] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0027] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0028] In the description of the present utility model, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a mechanical connection or an electrical connection, or it can be the internal connection of two components. It can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to the specific circumstances.

[0029] like Figure 1 , Figure 2 As shown, the utility model provides a front engine room of an automobile, comprising a longitudinal beam 10 and a subframe 20 connected below the longitudinal beam; the longitudinal beam 10 comprises a longitudinal beam front section 11 and a longitudinal beam rear section, as shown in FIG. Figure 3 As shown, four longitudinal collapse ribs 13 are arranged at intervals on the outer side of the front section 11 of the longitudinal beam, and specifically, the collapse ribs 13 recessed inwardly are arranged between the overlap positions of the longitudinal beam 10 and the automobile pillar and the cabin cross beam; the subframe 20 is connected to the lower part of the front section 11 of the longitudinal beam, and the subframe 20 includes a closed frame formed by a subframe front cross beam 21, a subframe rear cross beam 22 and a subframe longitudinal beam 24, and the subframe longitudinal beam 24 is arranged in parallel with the longitudinal beam 10 along the length direction; the length of the front end of the longitudinal beam 10 cantilevering out of the subframe front cross beam 21 in the longitudinal direction is not less than 20% of the length of the subframe longitudinal beam 24, and at least one collapse rib 13 is arranged on the overhanging section.

[0030] like Figure 4 , Figure 5 , Figure 6 , Figure 7 As shown, a swing arm support seat 241 is installed on the auxiliary frame longitudinal beam 24, and a swing arm mounting hole 262 and a bolt matched with the swing arm mounting hole 262 are provided on the connecting member 26. By installing the swing arm 30 on the auxiliary frame 20, the space of the auxiliary frame 20 is fully utilized, making the front cabin layout more reasonable.

[0031] A clevis plate 25 is connected vertically above the connection between the front cross beam 21 of the sub-frame and the longitudinal beam 24 of the sub-frame. A weight-reducing hole is provided in the middle of the clevis plate 25 to reduce weight and enhance rigidity. A threaded tube 252 is provided on the top of the clevis plate 25. One side of the sub-frame 20 is connected to the longitudinal beam through the threaded tube 252. By providing the clevis plate 25, when the car collides, the longitudinal beam and the sub-frame 20 have multiple stress points, which can ensure the stability of collapse. At the same time, the longitudinal beam 24 of the sub-frame is not a straight tube, but is slightly inclined in the middle and relatively parallel to the longitudinal beam, which can better transmit the force to the rear mounting plate 14 of the sub-frame.

[0032] like Figure 3 A connecting piece 26 is provided at the connection between the rear cross beam 22 of the sub-frame and the longitudinal beam 24 of the sub-frame. A flange bolt 221 is provided on the connecting piece 26. A steering gear mounting bracket 264 is installed above the connecting piece 26. Figure 5 , the upper surface of the connecting member 26 is provided with a recess 261, such as Figure 7 , a protrusion 263 is provided on the lower surface of the connecting member 26. The connecting member 26 is provided with a concave pit 261 to make the upper surface uneven, and the relatively convex part of the upper surface and the protrusion 263 on the lower surface are equivalent to reinforcing ribs, which can effectively improve the strength and rigidity of the connecting member 26.

[0033] like Figure 1-2 As shown, a sub-frame rear mounting plate 14 is provided on the longitudinal beam, and the other side of the sub-frame 20 is connected to the sub-frame rear mounting plate 14 via flange bolts 221 .

[0034] like Figure 6 The sub-frame 20 also includes a sub-frame middle cross beam 23 connecting two connecting members 26. The sub-frame middle cross beam 23 is symmetrical and slightly bent at both ends. A rear suspension mounting bracket 231 is installed above the end of the sub-frame middle cross beam 23. The provision of the sub-frame middle cross beam 23 enhances the stability of the closed frame, thereby improving the bending and torsional rigidity of the sub-frame 20. In this embodiment, the sub-frame longitudinal beam 24, the sub-frame front cross beam 21, the sub-frame rear cross beam 22 and the sub-frame middle cross beam 23 are all hollow tubes, and through holes are provided on the surfaces of the sub-frame front cross beam 21 and the sub-frame rear cross beam 22 to further reduce weight and enhance pipeline strength.

[0035] The automobile front engine room provided by the utility model is particularly suitable for automobiles with shorter front engine rooms. When the automobile collides, the longitudinal beam structure with multi-section crush ribs can effectively absorb the collision energy. Under this condition, the subframe with enhanced bending, torsional rigidity and durability can keep the longitudinal beam stably crushed, thereby maintaining the structural integrity of the cab and reducing the damage to the occupants.

[0036] The utility model also provides a commercial vehicle, comprising the above-mentioned front cabin of the vehicle. The commercial vehicle fully utilizes and saves the space of the front cabin of the vehicle by arranging mounting brackets of other components on the subframe, and reserves space for the storage compartment of the vehicle.

[0037] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A front engine compartment of an automobile, comprising a longitudinal beam (10) and a subframe (20) connected below the longitudinal beam, wherein the longitudinal beam (10) comprises a longitudinal beam front section (11) and a longitudinal beam middle section (12), characterized in that: A plurality of collapse ribs (13) are arranged at intervals on the outside of the longitudinal beam front section (11); a subframe (20) is connected below the longitudinal beam front section (11), and the subframe (20) comprises a closed frame formed by a subframe front crossbeam (21), two subframe longitudinal beams (24) and a subframe rear crossbeam (22).

2. The front engine compartment of an automobile according to claim 1, characterized in that: The front end of the longitudinal beam (10) cantilevers out from the front cross beam (21) of the auxiliary frame by a length not less than 20% of the length of the auxiliary frame longitudinal beam (24), and at least one section of the collapse rib (13) is arranged on the cantilevered section.

3. The front engine compartment of an automobile according to claim 1, characterized in that: A clevis plate (25) is vertically connected above the connection between the front cross beam (21) of the auxiliary frame and the longitudinal beam (24) of the auxiliary frame. A threaded tube (252) is provided on the clevis plate (25). The auxiliary frame (20) is connected to the front section (11) of the longitudinal beam via the threaded tube (252).

4. The front engine compartment of an automobile according to claim 1, characterized in that: A subframe rear mounting plate (14) is provided on the front section of the longitudinal beam (11); a connecting piece (26) is provided at the connection between the subframe rear cross beam (22) and the subframe longitudinal beam (24); flange bolts (221) are provided at both ends of the subframe rear cross beam (22); and the subframe (20) is connected to the subframe rear mounting plate (14) via the flange bolts (221).

5. The front engine compartment of an automobile according to claim 4, characterized in that: A swing arm support seat (241) is installed on the auxiliary frame longitudinal beam (24), and a swing arm mounting hole (262) and a bolt matched with the swing arm mounting hole are provided on the connecting piece (26).

6. The front engine compartment of an automobile according to claim 4, characterized in that: A steering gear mounting bracket (264) is mounted above the connecting piece (26), a recess (261) is provided on the upper surface of the connecting piece (26), and a protrusion (263) is provided on the lower surface of the connecting piece.

7. The front engine compartment of an automobile according to claim 1, characterized in that: The sub-frame (20) further comprises a sub-frame middle cross beam (23) connected to two connecting members (26), and a rear suspension mounting bracket (231) is mounted on the sub-frame middle cross beam (23).

8. A front engine compartment of an automobile according to any one of claims 1 to 7, characterized in that: The auxiliary frame longitudinal beam (24), the auxiliary frame front cross beam (21), the auxiliary frame rear cross beam (22) and the auxiliary frame middle cross beam (23) are hollow inside.

9. The front engine compartment of an automobile according to claim 8, characterized in that: The surfaces of the auxiliary frame front cross beam (21) and the auxiliary frame rear cross beam (22) are both provided with through holes, and the through holes are connected to the internal hollow.

10. A commercial vehicle, characterized in that: A vehicle front engine compartment comprising any one of claims 1-9.

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