Cabin cross beam and vehicle

Abstract

The utility model relates to a cabin cross beam. Comprising a connecting part, a cross beam body arranged in front of the connecting part, a left oblique beam part obliquely extending leftwards from back to front, a right oblique beam part obliquely extending rightwards from back to front, a left shock absorption tower connecting structure connected to the left side of the cross beam body and a right shock absorption tower connecting structure connected to the right side of the cross beam body. The first force transmission structure is connected between the connecting part and the middle part of the cross beam main body; the second force transmission structure is connected between the middle part of the left oblique beam part and the left part of the cross beam main body; the third force transmission structure is connected between the middle part of the right oblique beam part and the right part of the cross beam main body; the two ends of the left oblique beam part are connected with the connecting part and the cross beam body respectively, and the two ends of the right oblique beam part are connected with the connecting part and the cross beam body respectively. The utility model further provides a vehicle. The force transmission path of the cabin cross beam is optimized, the size of the cabin cross beam is reduced, the weight of the cabin cross beam is reduced, and the material cost of the cabin cross beam is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile parts, in particular to a cabin crossbeam and a vehicle. Background Art

[0002] Some vehicles use an integrally cast cabin crossbeam, which is used to connect the front wall panel and two shock towers to improve the rigidity and collision performance of the vehicle. The integrally cast cabin crossbeam is simple, reliable and has a short production cycle. However, the integrally cast cabin crossbeam in the prior art usually has the following technical problems: the force transmission path of the cabin crossbeam is not set reasonably. In order to ensure the performance of the cabin crossbeam, the thickness of the cabin crossbeam and the size of the force transmission beam on the cabin crossbeam need to be made larger, which causes material waste and is not conducive to the lightweight of the cabin crossbeam. Utility Model Content

[0003] The purpose of the utility model is to provide a cabin cross beam and a vehicle to alleviate or eliminate at least one of the above-mentioned technical problems.

[0004] The utility model describes a cabin cross beam, which is an integral casting, and the cabin cross beam comprises a connecting portion for connecting to a front wall plate of a vehicle, a cross beam main body arranged in front of the connecting portion, a left oblique beam portion extending obliquely to the left from rear to front, a right oblique beam portion extending obliquely to the right from rear to front, a left shock-absorbing tower connecting structure connected to the left side of the cross beam main body, a right shock-absorbing tower connecting structure connected to the right side of the cross beam main body, a first force transmission structure connected between the connecting portion and the middle portion of the cross beam main body, a second force transmission structure connected between the middle portion of the left oblique beam portion and the left portion of the cross beam main body, and a third force transmission structure connected between the middle portion of the right oblique beam portion and the right portion of the cross beam main body, the rear end portion of the left oblique beam portion is connected to the left end portion of the connecting portion, the front end portion of the left oblique beam portion is connected to the left end portion of the cross beam main body, the rear end portion of the right oblique beam portion is connected to the right end portion of the connecting portion, and the front end portion of the right oblique beam portion is connected to the right end portion of the cross beam main body.

[0005] Optionally, the first force transmission structure includes a first force transmission beam portion connected between a left portion of the connecting portion and a middle portion of the crossbeam body, and a second force transmission beam portion connected between a right portion of the connecting portion and a middle portion of the crossbeam body.

[0006] Optionally, the first force transmission beam portion, the left oblique beam portion and the cross beam body form a triangular structure, and the second force transmission beam portion, the right oblique beam portion and the cross beam body form a triangular structure.

[0007] Optionally, the second force transmission structure includes a third force transmission beam portion extending obliquely to the right from back to front and a fourth force transmission beam portion extending obliquely to the left from back to front, the third force transmission beam portion and the fourth force transmission beam portion are both connected between the middle portion of the left oblique beam portion and the left portion of the cross beam body, and the fourth force transmission beam portion is located on the left side of the third force transmission beam portion.

[0008] Optionally, the third force transmission beam portion, the fourth force transmission beam portion and the cross beam body form a triangular structure.

[0009] Optionally, the third force transmission structure includes a fifth force transmission beam portion extending obliquely to the left from back to front and a sixth force transmission beam portion extending obliquely to the right from back to front, the fifth force transmission beam portion and the sixth force transmission beam portion are both connected between the middle portion of the right oblique beam portion and the right portion of the cross beam body, and the sixth force transmission beam portion is located on the right side of the fifth force transmission beam portion.

[0010] Optionally, the fifth force transmission beam portion, the sixth force transmission beam portion and the cross beam body form a triangular structure.

[0011] Optionally, the connecting portion is provided with at least two first ears arranged at intervals in the left-right direction, and the at least two first ears are used to be connected to the front wall panel of the vehicle.

[0012] Optionally, the left shock tower connection structure includes a first beam extension section extending to the left from the left end of the beam body and a second ear connected to the first beam extension section, and the second ear is used to connect to the left shock tower of the vehicle; the right shock tower connection structure includes a second beam extension section extending to the right from the right end of the beam body and a third ear connected to the second beam extension section, and the third ear is used to connect to the right shock tower of the vehicle.

[0013] The utility model also provides a vehicle, comprising any one of the above-mentioned cabin cross beams.

[0014] The utility model optimizes the force transmission path of the cabin cross beam, helps to reduce the size of the cabin cross beam, lighten the weight of the cabin cross beam and reduce the material cost of the cabin cross beam. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a schematic diagram of the structure of the cabin cross beam described in some embodiments;

[0016] Figure 2 It is a schematic diagram of the installation of the cabin cross beam described in some embodiments;

[0017] Figure 3 This is the CAE topology model diagram.

[0018] Among them, 1-cabin beam; 2-front wall plate; 3-left shock tower; 4-right shock tower;

[0019] 101-beam body; 102-left oblique beam portion; 103-right oblique beam portion; 104-connecting portion; 105-first ear portion; 106-first connecting hole; 107-first beam extension section; 108-second ear portion; 109-second connecting hole; 110-second beam extension section; 111-third ear portion; 112-third connecting hole; 113-first force transmission beam portion; 114-second force transmission beam portion; 115-third force transmission beam portion; 116-fourth force transmission beam portion; 117-fifth force transmission beam portion; 118-sixth force transmission beam portion. DETAILED DESCRIPTION

[0020] The following will describe the implementation of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific implementations, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0021] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0022] like Figure 1The cabin cross beam 1 shown in the figure is an integral casting, and the cabin cross beam 1 includes a connecting portion 104 for connecting to the front wall panel 2 of the vehicle, a cross beam body 101 arranged in front of the connecting portion 104, a left oblique beam portion 102 extending obliquely to the left from back to front, a right oblique beam portion 103 extending obliquely to the right from back to front, a left shock tower connecting structure connected to the left side of the cross beam body 101, a right shock tower connecting structure connected to the right side of the cross beam body 101, and a third connecting structure connected between the connecting portion 104 and the middle part of the cross beam body 101. A force transmission structure, a second force transmission structure connected between the middle part of the left oblique beam portion 102 and the left part of the cross beam body 101, and a third force transmission structure connected between the middle part of the right oblique beam portion 103 and the right part of the cross beam body 101, the rear end of the left oblique beam portion 102 is connected to the left end of the connecting portion 104, the front end of the left oblique beam portion 102 is connected to the left end of the cross beam body 101, the rear end of the right oblique beam portion 103 is connected to the right end of the connecting portion 104, and the front end of the right oblique beam portion 103 is connected to the right end of the cross beam body 101. The above technical solution is adopted, and the force transmission path of the cabin cross beam 1 is optimized by reasonably arranging the first force transmission structure, the second force transmission structure and the third force transmission structure, which helps to reduce the size of the cabin cross beam 1, reduce the weight of the cabin cross beam 1 and reduce the material cost of the cabin cross beam 1.

[0023] In some embodiments, the first force transmission structure includes a first force transmission beam portion 113 connected between the left portion of the connection portion 104 and the middle portion of the cross beam body 101, and a second force transmission beam portion 114 connected between the right portion of the connection portion 104 and the middle portion of the cross beam body 101. The first force transmission beam portion 113 can transmit force between the left portion of the connection portion 104 and the middle portion of the cross beam body 101, and the second force transmission beam portion 114 can transmit force between the right portion of the connection portion 104 and the middle portion of the cross beam body 101, so that there are two force transmission paths between the connection portion 104 and the cross beam body 101, further optimizing the force transmission path between the connection portion 104 and the cross beam body 101. The provision of the first force transmission beam portion 113 and the second force transmission beam portion 114 can also improve the strength and rigidity of the cabin cross beam 1, which helps to improve the lightweight level of the cabin cross beam 1.

[0024] In some embodiments, the first force transmission beam 113, the left oblique beam 102 and the cross beam body 101 form a triangular structure, and the second force transmission beam 114, the right oblique beam 103 and the cross beam body 101 form a triangular structure. The triangular structure has the characteristics of structural stability and can further improve the strength and rigidity of the cabin cross beam 1.

[0025] In some embodiments, the second force transmission structure includes a third force transmission beam portion 115 extending obliquely to the right from back to front and a fourth force transmission beam portion 116 extending obliquely to the left from back to front. The third force transmission beam portion 115 and the fourth force transmission beam portion 116 are both connected between the middle portion of the left oblique beam portion 102 and the left portion of the cross beam body 101, and the fourth force transmission beam portion 116 is located on the left side of the third force transmission beam portion 115. The third force transmission beam portion 115 and the fourth force transmission beam portion 116 can transmit forces in different directions between the middle portion of the left oblique beam portion 102 and the left portion of the cross beam body 101, further optimizing the force transmission path between the left oblique beam portion 102 and the cross beam body 101. The third force transmission beam portion 115 and the fourth force transmission beam portion 116 can also improve the strength and rigidity of the cabin cross beam 1, which helps to improve the lightweight level of the cabin cross beam 1.

[0026] In some embodiments, the third force transmission beam 115, the fourth force transmission beam 116 and the cross beam body 101 form a triangular structure. The triangular structure has the characteristics of structural stability and can further improve the strength and rigidity of the cabin cross beam 1.

[0027] In some embodiments, the third force transmission structure includes a fifth force transmission beam portion 117 extending obliquely to the left from back to front and a sixth force transmission beam portion 118 extending obliquely to the right from back to front, the fifth force transmission beam portion 117 and the sixth force transmission beam portion 118 are both connected between the middle portion of the right oblique beam portion 103 and the right portion of the cross beam body 101, and the sixth force transmission beam portion 118 is located on the right side of the fifth force transmission beam portion 117. The fifth force transmission beam portion 117 and the sixth force transmission beam portion 118 can transmit force in different directions between the middle portion of the right oblique beam portion 103 and the right portion of the cross beam body 101, further optimizing the force transmission path between the right oblique beam portion 103 and the cross beam body 101. Setting the sixth force transmission beam portion 118 to be located at the fifth force transmission beam portion 117 can also improve the strength and rigidity of the cabin cross beam 1, which helps to improve the lightweight level of the cabin cross beam 1.

[0028] In some embodiments, the fifth force transmission beam 117, the sixth force transmission beam 118 and the cross beam body 101 form a triangular structure. The triangular structure has the characteristics of structural stability and can further improve the strength and rigidity of the cabin cross beam 1.

[0029] In some embodiments, at least two first ears 105 spaced apart in the left-right direction are provided on the connection portion 104, and the at least two first ears 105 are used to connect with the front wall panel 2 of the vehicle. By connecting with the front wall panel 2 of the vehicle through at least two spaced apart first ears 105, it helps to improve the lightweight level of the cabin cross beam 1 while ensuring the stability of the connection. Specifically, the connection portion 104 is provided with two first ears 105 spaced apart in the left-right direction, and the two first ears 105 are respectively provided with first connection holes 106, and the first ears 105 can be fixedly connected to the front wall panel of the vehicle by bolts matched with the first connection holes 106.

[0030] In some embodiments, the left shock tower connection structure includes a first beam extension section 107 extending to the left from the left end of the beam body 101 and a second ear 108 connected to the first beam extension section 107, and the second ear 108 is used to connect with the left shock tower 3 of the vehicle; the right shock tower connection structure includes a second beam extension section 110 extending to the right from the right end of the beam body 101 and a third ear 111 connected to the second beam extension section 110, and the third ear 111 is used to connect with the right shock tower 4 of the vehicle. Using the second ear 108 to connect with the left shock tower 3 of the vehicle and using the third ear 111 to connect with the right shock tower 4 of the vehicle helps to improve the lightweight level of the cabin beam 1. In a specific implementation, two second ears 108 can be provided on the first cross beam extension section 107, and the two second ears 108 are respectively provided with second connecting holes 109, and the second ears 108 can be fixedly connected to the left shock absorber tower 3 of the vehicle by means of bolts matching with the second connecting holes 109; two third ears 111 can be provided on the second cross beam extension section 110, and the two third ears 111 are respectively provided with third connecting holes 112, and the third ears 111 can be fixedly connected to the right shock absorber tower 4 of the vehicle by means of bolts matching with the third connecting holes 112.

[0031] As a preferred example, the cabin beam 1 is an integrated die-cast aluminum alloy die-casting. Using aluminum alloy material to manufacture the cabin beam 1 helps to reduce the weight of the cabin beam 1, and the aluminum alloy material has its own anti-corrosion effect, which can save the electrophoresis process.

[0032] As a preferred example, the cabin cross beam 1 is an aluminum alloy die-casting formed by integral die-casting, and the cabin cross beam 1 includes a connecting portion 104 for connecting to the front wall panel 2 of the vehicle, a cross beam body 101 arranged in front of the connecting portion 104, a left oblique beam portion 102 extending obliquely to the left from back to front, a right oblique beam portion 103 extending obliquely to the right from back to front, a left shock tower connecting structure connected to the left side of the cross beam body 101, a right shock tower connecting structure connected to the right side of the cross beam body 101, and a connecting portion 104 connected to the middle of the cross beam body 101. The first force transmission structure includes a first force transmission beam portion 113 connected between the left portion of the connecting portion 104 and the middle portion of the beam body 101, a second force transmission structure connected between the middle portion of the left oblique beam portion 102 and the left portion of the beam body 101, and a third force transmission structure connected between the middle portion of the right oblique beam portion 103 and the right portion of the beam body 101. The rear end portion of the left oblique beam portion 102 is connected to the left end portion of the connecting portion 104, the front end portion of the left oblique beam portion 102 is connected to the left end portion of the beam body 101, the rear end portion of the right oblique beam portion 103 is connected to the right end portion of the connecting portion 104, and the front end portion of the right oblique beam portion 103 is connected to the right end portion of the beam body 101. The first force transmission structure includes a first force transmission beam portion 113 connected between the left portion of the connecting portion 104 and the middle portion of the beam body 101, and a second force transmission beam portion 114 connected between the right portion of the connecting portion 104 and the middle portion of the beam body 101. The first force transmission beam 113, the left oblique beam 102 and the cross beam body 101 form a triangular structure, and the second force transmission beam 114, the right oblique beam 103 and the cross beam body 101 form a triangular structure. The second force transmission structure includes a third force transmission beam 115 extending obliquely to the right from back to front and a fourth force transmission beam 116 extending obliquely to the left from back to front. The third force transmission beam 115 and the fourth force transmission beam 116 are both connected between the middle part of the left oblique beam 102 and the left part of the cross beam body 101, and the fourth force transmission beam 116 is located on the left side of the third force transmission beam 115. The third force transmission beam 115, the fourth force transmission beam 116 and the cross beam body 101 form a triangular structure. The third force transmission structure includes a fifth force transmission beam 117 extending obliquely to the left from the back to the front and a sixth force transmission beam 118 extending obliquely to the right from the back to the front. The fifth force transmission beam 117 and the sixth force transmission beam 118 are both connected between the middle of the right oblique beam 103 and the right part of the cross beam body 101, and the sixth force transmission beam 118 is located on the right side of the fifth force transmission beam 117. The fifth force transmission beam 117, the sixth force transmission beam 118 and the cross beam body 101 form a triangular structure. The connecting portion 104 is provided with at least two first ears 105 spaced apart in the left-right direction, and the at least two first ears 105 are used to connect with the front wall panel 2 of the vehicle.The left shock tower connection structure includes a first cross beam extension section 107 extending to the left from the left end of the cross beam body 101 and a second ear 108 connected to the first cross beam extension section 107, and the second ear 108 is used to connect with the left shock tower 3 of the vehicle; the right shock tower connection structure includes a second cross beam extension section 110 extending to the right from the right end of the cross beam body 101 and a third ear 111 connected to the second cross beam extension section 110, and the third ear 111 is used to connect with the right shock tower 4 of the vehicle. Figure 3 As shown, the cabin beam 1 described in this example has been subjected to CAE topological simulation analysis, and the force transmission path of the cabin beam 1 has been more accurately laid out, and the force flow transmission direction has been refined, which can effectively decompose the force applied to the vehicle body by the front shock absorber, and can improve the dynamic stiffness of the vehicle body. The cabin beam 1 described in this example has the characteristics of small size and light weight. In specific implementation, the weight of the cabin beam 1 can be as light as 1.6Kg.

[0033] like Figure 2 As shown, when the cabin cross beam 1 is installed in a vehicle, the first ear 105 is fixedly connected to the front wall plate 2 , the second ear 108 is fixedly connected to the left shock absorbing tower 3 , and the third ear 111 is fixedly connected to the right shock absorbing tower 4 .

[0034] The utility model also provides a vehicle, comprising any one of the cabin cross beams 1 described above.

[0035] The above embodiments are only preferred embodiments for fully illustrating the present utility model, and the protection scope of the present utility model is not limited thereto. Equivalent substitutions or changes made by technicians in the technical field on the basis of the present utility model are all within the protection scope of the present utility model. In the description of this specification, the description of reference terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics of the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification.

Claims

1. A cabin cross beam, the cabin cross beam being an integral casting, characterized in that: The cabin cross beam comprises a connecting portion (104) for connecting to a front wall plate (2) of a vehicle, a cross beam body (101) arranged in front of the connecting portion (104), a left oblique beam portion (102) extending obliquely to the left from back to front, a right oblique beam portion (103) extending obliquely to the right from back to front, a left shock absorbing tower (3) connecting structure connected to the left side of the cross beam body (101), a right shock absorbing tower (4) connecting structure connected to the right side of the cross beam body (101), a first force transmission structure connected between the connecting portion (104) and the middle portion of the cross beam body (101), and a first force transmission structure connected to the left oblique beam portion (102). 02) and the left part of the cross beam body (101), and a third force transmission structure connected between the middle part of the right oblique beam part (103) and the right part of the cross beam body (101), the rear end of the left oblique beam part (102) is connected to the left end of the connecting part (104), the front end of the left oblique beam part (102) is connected to the left end of the cross beam body (101), the rear end of the right oblique beam part (103) is connected to the right end of the connecting part (104), and the front end of the right oblique beam part (103) is connected to the right end of the cross beam body (101).

2. The cabin cross beam according to claim 1, characterized in that: The first force transmission structure comprises a first force transmission beam portion (113) connected between a left portion of the connection portion (104) and a middle portion of the cross beam body (101), and a second force transmission beam portion (114) connected between a right portion of the connection portion (104) and a middle portion of the cross beam body (101).

3. The cabin cross beam according to claim 2, characterized in that: The first force transmission beam portion (113), the left oblique beam portion (102) and the cross beam body (101) form a triangular structure, and the second force transmission beam portion (114), the right oblique beam portion (103) and the cross beam body (101) form a triangular structure.

4. The cabin cross beam according to claim 1, characterized in that: The second force transmission structure comprises a third force transmission beam portion (115) extending obliquely to the right from the back to the front, and a fourth force transmission beam portion (116) extending obliquely to the left from the back to the front, wherein the third force transmission beam portion (115) and the fourth force transmission beam portion (116) are both connected between the middle portion of the left oblique beam portion (102) and the left portion of the cross beam body (101), and the fourth force transmission beam portion (116) is located on the left side of the third force transmission beam portion (115).

5. The cabin cross beam according to claim 4, characterized in that: The third force transmission beam portion (115), the fourth force transmission beam portion (116) and the cross beam body (101) form a triangular structure.

6. The cabin cross beam according to claim 1, characterized in that: The third force transmission structure comprises a fifth force transmission beam portion (117) extending obliquely to the left from the back to the front and a sixth force transmission beam portion (118) extending obliquely to the right from the back to the front, the fifth force transmission beam portion (117) and the sixth force transmission beam portion (118) being connected between the middle portion of the right oblique beam portion (103) and the right portion of the cross beam body (101), and the sixth force transmission beam portion (118) being located on the right side of the fifth force transmission beam portion (117).

7. The cabin cross beam according to claim 6, characterized in that: The fifth force transmission beam portion (117), the sixth force transmission beam portion (118) and the cross beam body (101) form a triangular structure.

8. The cabin cross beam according to claim 1, characterized in that: The connecting portion (104) is provided with at least two first ears (105) arranged at intervals in the left-right direction, and the at least two first ears (105) are used to connect to the front wall panel (2) of the vehicle.

9. The cabin cross beam according to claim 1, characterized in that: The left shock-absorbing tower (3) connection structure comprises a first cross-beam extension section (107) extending leftward from the left end of the cross-beam body (101) and a second ear section (108) connected to the first cross-beam extension section (107), wherein the second ear section (108) is used to connect to the left shock-absorbing tower (3) of the vehicle; the right shock-absorbing tower (4) connection structure comprises a second cross-beam extension section (110) extending rightward from the right end of the cross-beam body (101) and a third ear section (111) connected to the second cross-beam extension section (110), wherein the third ear section (111) is used to connect to the right shock-absorbing tower (4) of the vehicle.

10. A vehicle, characterized in that: The invention comprises the cabin cross beam as described in any one of claims 1 to 9.

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