Top cover front cross beam assembly and automobile

Abstract

The utility model relates to the technical field of automobiles, in particular to a top cover front cross beam assembly and an automobile, and aims to solve the problem that the NVH (Noise Vibration and Harshness) performance of an existing automobile is difficult to effectively optimize while the structural strength of an automobile body is ensured. Therefore, the top cover front cross beam assembly comprises an outer plate, an inner plate and a reinforcing plate arranged between the outer plate and the inner plate, the reinforcing plate comprises a middle area and end areas located on the two sides of the middle area in the length direction of the reinforcing plate, and a first cavity and a second cavity which are separated are formed between the end areas and the inner plate. The first cavity and the second cavity are distributed in the width direction of the reinforcing plate, and a third cavity is formed between the middle area and the inner plate. Therefore, the structural strength and the collision safety of the whole vehicle body can be remarkably improved, the propagation path of sound waves in the cross beam can be reduced, the resonant frequency is reduced, external noise and vibration are effectively prevented from being transmitted into a vehicle cabin, and the NVH performance is remarkably optimized.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, and particularly provides a front roof crossbeam assembly and an automobile. Background Art

[0002] The front roof crossbeam plays a very important role in the torsional performance and the overall vehicle fatigue durability of an automobile. During the driving process of the vehicle, the front roof crossbeam needs to bear the impact and vibration from the road surface. If the stiffness is insufficient or the modal frequency is close to the excitation frequency, resonance is likely to occur, thereby intensifying the road noise and low-frequency noise, increasing the interior noise level, and affecting the overall vehicle NVH (Noise, Vibration, Harshness) performance.

[0003] The NVH performance is an important evaluation index for users to select automobiles and measure the vehicle quality, and it is also the problem that customers feedback the most in the market. This requires that the front roof crossbeam should not only meet the strength requirements but also achieve the NVH performance. In the prior art, in order to improve the torsional performance, fatigue durability performance and NVH performance of the vehicle body, the performance is often improved by increasing the material thickness of the front roof crossbeam part and adding cavity foam, resulting in an obvious increase in the vehicle body weight and cost, and the improvement effect is limited. It is difficult to ensure the body structure strength while effectively optimizing its NVH performance.

[0004] Therefore, a new technical solution is needed in this field to solve the above problems. Summary of the Utility Model

[0005] The utility model aims to solve the above technical problems, that is, to solve the problem that it is difficult for the existing automobiles to effectively optimize their NVH performance while ensuring the body structure strength.

[0006] In a first aspect, the utility model provides a front roof crossbeam assembly. The front roof crossbeam assembly includes an outer panel, an inner panel, and a reinforcing plate disposed between the outer panel and the inner panel. The reinforcing plate includes a middle region and end regions located on both sides of the middle region along its length direction. A separated first cavity and a second cavity are formed between the end regions and the inner panel. The first cavity and the second cavity are distributed along the width direction of the reinforcing plate. A third cavity is formed between the middle region and the inner panel.

[0007] In a preferred technical solution of the above front roof crossbeam assembly, the front roof crossbeam assembly further includes a mass block disposed in the third cavity.

[0008] In the preferred technical solution of the above-mentioned front roof crossbeam assembly, a first groove recessed towards the reinforcing plate is provided on the inner plate, the first groove extends along the length direction of the inner plate, and a second groove facing the inner plate groove is provided in the end region at a position corresponding to the first groove, the second groove extends along the length direction of the reinforcing plate, and the opposite surfaces of the first groove and the second groove are abutted and connected to form the first cavity and the second cavity between the inner plate and the end region.

[0009] In the preferred technical solution of the above-mentioned front roof crossbeam assembly, a first connection hole is provided on the inner plate, a second connection hole is provided on the mass block, and a first bolt can sequentially pass through the first connection hole and the second connection hole and be screwed with a first fixing nut to fix the mass block in the third cavity.

[0010] In the preferred technical solution of the above-mentioned front roof crossbeam assembly, the mass block includes a plurality of stacked steel plates, and the second connection holes are respectively provided corresponding to the plurality of steel plates.

[0011] In the preferred technical solution of the above-mentioned front roof crossbeam assembly, third connection holes are provided corresponding to both ends of the plurality of steel plates, and a second bolt can sequentially pass through the plurality of third connection holes and be screwed with a second fixing nut to fix the plurality of steel plates into one body.

[0012] In the preferred technical solution of the above-mentioned front roof crossbeam assembly, the opposite surfaces of the first groove and the second groove are connected by spot welding.

[0013] In the preferred technical solution of the above-mentioned front roof crossbeam assembly, an adhesive application groove recessed towards the inner plate is provided on the reinforcing plate, an expansion adhesive is provided in the adhesive application groove, and the reinforcing plate and the outer plate are connected by the expansion adhesive.

[0014] In the preferred technical solution of the above-mentioned front roof crossbeam assembly, first connecting plates are provided on both sides of the outer plate along its width direction, second connecting plates are provided on both sides of the inner plate along its width direction, third connecting plates are provided on both sides of the reinforcing plate along its width direction, the third connecting plates are located between the first connecting plates and the second connecting plates, one side of the first connecting plate and the third connecting plate is welded, and the other side of the second connecting plate and the third connecting plate is welded.

[0015] In a second aspect, the present invention further provides an automobile, and the automobile includes the above-mentioned front roof crossbeam assembly.

[0016] Those skilled in the art can understand that the technical solution of the present utility model provides a front roof crossbeam assembly. The front roof crossbeam assembly includes an outer panel, an inner panel, and a reinforcing plate disposed between the outer panel and the inner panel. The reinforcing plate includes a middle region and end regions located on both sides of the middle region along its length direction. A separated first cavity and second cavity are formed between the end regions and the inner panel, and the first cavity and the second cavity are distributed along the width direction of the reinforcing plate. A third cavity is formed between the middle region and the inner panel. In the case of adopting the above technical solution, the present utility model can ensure the body structure strength while effectively optimizing its NVH performance. Specifically, by disposing the reinforcing plate between the outer panel and the inner panel, the overall rigidity of the front roof crossbeam is significantly improved, enabling the crossbeam to more effectively disperse and resist external forces when subjected to external forces, thereby enhancing the structure strength and collision safety of the entire body. The reinforcing plate is divided into a middle region and end regions on both sides along its length direction. These regions form a separated first cavity and second cavity with the inner panel, and a third cavity between the middle region and the inner panel. This multi-cavity design helps to reduce the sound wave propagation path inside the crossbeam, lower the resonance frequency, thereby effectively isolating the transmission of external noise and vibration into the passenger compartment, and significantly optimizing the NVH performance.

[0017] Furthermore, the front roof crossbeam assembly of the present utility model further includes a mass block disposed in the third cavity. By disposing the mass block in the third cavity, the local mass of the front roof crossbeam can be effectively increased, thereby changing the mass distribution of the crossbeam, which helps to enhance the stiffness and stability of the crossbeam, thus reducing the deformation and vibration caused by vehicle driving or external loads. And by reasonably arranging the mass block, the transmission of these vibrations to the body can be reduced, and the noise and vibration feeling inside the vehicle can be reduced, further optimizing the NVH performance.

[0018] Still further, a first groove recessed towards the reinforcing plate is provided on the inner panel of the present utility model. The first groove extends along the length direction of the inner panel. The end region is provided with a second groove facing the inner panel groove at a position corresponding to the first groove. The second groove extends along the length direction of the reinforcing plate. The opposing surfaces of the first groove and the second groove are abutted and connected to form the first cavity and the second cavity between the inner panel and the end region. Through the abutting connection of the opposing surfaces of the first groove and the second groove, this connection method not only increases the contact area between the inner panel and the end region, but also enhances the tightness and stability of the connection through the mutual engagement of the grooves, which helps to improve the load-bearing capacity and anti-deformation ability of the entire component. In addition, through this structural arrangement, external loads can be more effectively dispersed and resisted, further improving the strength and stiffness of the overall structure. Description of the Drawings

[0019] The preferred embodiments of the present utility model will be described below with reference to the accompanying drawings, in which:

[0020] Figure 1 It is a structural schematic diagram of the front crossbeam assembly of the top cover of the utility model;

[0021] Figure 2 yes Figure 1 Cross-sectional view of AA in the middle;

[0022] Figure 3 yes Figure 1 Cross-section of the middle BB;

[0023] Figure 4 It is a structural schematic diagram of the mass block of the utility model.

[0024] List of reference numerals:

[0025] 1. Outer plate; 11. First connecting plate;

[0026] 2. inner plate; 21. first groove; 22. second connecting plate;

[0027] 3. reinforcing plate; 31. first cavity; 32. second cavity; 33. third cavity; 34. second groove; 35. third connecting plate;

[0028] 4. Mass block; 41. Steel plate;

[0029] 5. First bolt member; 6. First fixing nut; 7. Second bolt member; 8. Second fixing nut. DETAILED DESCRIPTION

[0030] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. For example, although the following embodiments are introduced in conjunction with the front cross beam of a car roof, the front cross beam assembly of the roof provided by the present invention is also applicable to other products that need to solve the problem of structural strength and vibration.

[0031] It should be noted that, in the description of the present invention, unless otherwise clearly specified and limited, the terms "disposed" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0032] Based on the problem pointed out in the background technology that it is difficult for existing automobiles to ensure the strength of the body structure while effectively optimizing its NVH performance, the utility model provides a roof front crossbeam assembly and an automobile, aiming to effectively solve the problem that it is difficult for an automobile to ensure the strength of the body structure while effectively optimizing its NVH performance by optimizing the structure of the automobile roof front crossbeam.

[0033] First, refer to Figures 1 to 3 , where Figure 1 is a schematic structural view of the front crossbeam assembly of the top cover of the present utility model; Figure 2 is Figure 1 the sectional view taken along A - A in Figure 3 is Figure 1 the sectional view taken along B - B in

[0034] As Figures 1 to 3 shown, the present utility model provides a front crossbeam assembly of a top cover. The front crossbeam assembly of the top cover includes an outer panel 1, an inner panel 2, and a reinforcing plate 3 disposed between the outer panel 1 and the inner panel 2. The reinforcing plate 3 includes a middle region and end regions on both sides of the middle region along its length direction. A separated first cavity 31 and second cavity 32 are formed between the end regions and the inner panel 2. The first cavity 31 and the second cavity 32 are distributed along the width direction of the reinforcing plate 3. A third cavity 33 is formed between the middle region and the inner panel 2.

[0035] By disposing the reinforcing plate 3 between the outer panel 1 and the inner panel 2, the overall rigidity of the front crossbeam of the top cover can be significantly improved. The design of the reinforcing plate 3 not only increases the material utilization efficiency but also, through its specific shape and position layout, enables the crossbeam to more effectively disperse and resist external forces when subjected to external forces, thereby improving the structural strength and collision safety of the entire vehicle body. The reinforcing plate 3 is divided into a middle region and end regions on both sides along its length direction. A separated first cavity 31 and second cavity 32 are formed between the end regions and the inner panel 2, and a third cavity 33 is formed between the middle region and the inner panel 2. This multi - cavity design helps to reduce the propagation path of sound waves inside the crossbeam, lower the resonance frequency, thereby effectively isolating the transmission of external noise and vibration into the passenger compartment, significantly optimizing the NVH performance, and providing a quieter and more comfortable riding environment for passengers. In addition, the separated cavities (the first cavity 31, the second cavity 32, and the third cavity 33) can also play a role in air damping to a certain extent. When the vibration generated during vehicle driving is transmitted to the crossbeam through the vehicle body, the air in the cavities will play a role in buffering and dissipating energy, further weakening the transmission of vibration and noise.

[0036] Preferably, as Figure 2 shown, a glue - applying groove recessed towards the inner panel 2 is provided on the reinforcing plate 3, and an expanding glue is provided in the glue - applying groove. The reinforcing plate 3 is connected to the outer panel 1 through the expanding glue.

[0037] During the curing process, the expansion adhesive generates a certain expansion force, which can make the reinforcing plate 3 and the outer plate 1 fit more closely, thereby enhancing the strength and stiffness of the connection part. This connection method is more reliable than traditional bolt connections or welding connections and can resist greater external forces. In addition, the expansion adhesive can disperse stress during the connection process, reducing the occurrence of stress concentration. When the vehicle body is subjected to external impact, the expansion adhesive can absorb part of the energy and disperse it to the surrounding structure, thus protecting the connection part from damage. Further, after curing, the expansion adhesive can form a dense adhesive layer, which can effectively prevent impurities such as moisture and dust from penetrating into the connection part. This sealing effect is of great significance for keeping the interior of the vehicle body dry and preventing corrosion. Even further, the expansion adhesive can also reduce the gap and looseness between the connection parts, thereby reducing the noise generated by the gap and looseness and further improving the NVH performance of the whole vehicle.

[0038] Exemplarily, the reinforcing plate 3 of the present invention is made of high-strength steel or lightweight alloy material, so as to reduce the weight of the front crossmember assembly of the roof panel, which is beneficial to improving the fuel economy and power performance of the vehicle.

[0039] Preferably, as Figure 2 shown, a first groove 21 recessed towards the reinforcing plate 3 is provided on the inner plate 2. The first groove 21 extends along the length direction of the inner plate 2, and a second groove 34 recessed towards the groove of the inner plate 2 is provided in the end region at a position corresponding to the first groove 21. The second groove 34 extends along the length direction of the reinforcing plate 3. The surfaces of the first groove 21 and the second groove 34 that face each other are in abutting connection to form a first cavity 31 and a second cavity 32 between the inner plate 2 and the end region.

[0040] The surface of the first groove 21 that faces the second groove 34 is in abutting connection. This connection method not only increases the contact area between the inner plate 2 and the end region, but also enhances the tightness and stability of the connection through the mutual engagement of the grooves. This interlocking effect in the structure helps to improve the load-bearing capacity and anti-deformation ability of the entire component. In addition, the formation of the first cavity 31 and the second cavity 32 enables the connection between the inner plate 2 and the end region to no longer be just a planar contact, but rather realizes three-dimensional support and constraint through the cavity structure. This design can more effectively disperse and resist external loads, and improve the strength and stiffness of the overall structure. By forming the cavity structure, the material usage required for the inner plate 2 and the end region can be reduced without sacrificing structural strength. This not only helps to reduce the manufacturing cost, but also optimizes the weight distribution of the entire component, enabling the weight to be more reasonably distributed to each key support point, thereby further enhancing the stability and durability of the structure. Further, the existence of the first cavity 31 and the second cavity 32 provides additional damping and attenuation paths for the propagation of sound and vibration, which helps to reduce the interference of external noise and the vibration generated during vehicle driving to the passengers inside the vehicle, improve the riding comfort and quietness, and can also suppress the resonance phenomenon between the inner plate 2 and the end region to a certain extent, reducing the risk of structural fatigue and damage caused by vibration.

[0041] Preferably, as Figure 2 shown, the surface of the first groove 21 that faces the second groove 34 is connected by spot welding.

[0042] As an efficient welding method, spot welding can form multiple local weld spots on the contact surface between the first groove 21 and the second groove 34. These weld spots can effectively transfer and disperse stress, thereby enhancing the strength and stiffness of the connection part. In addition, through welding, a permanent connection is formed between the first groove 21 and the second groove 34, ensuring the stability and reliability of the inner plate 2 and the end region during long-term use. Further, the spot welding connection not only enhances the strength of the structure, but also improves the sealing performance of the connection part. Specifically, the fusion nucleus formed during the welding process can fill and seal the tiny gaps at the connection, thereby preventing impurities such as moisture and dust from infiltrating into the cavity interior, protecting the internal components from corrosion and damage, and ensuring the sealing performance of the connection part. Good sealing performance helps to reduce the transmission of noise and vibration, further improving the NVH performance of the entire vehicle and providing a quieter and more comfortable riding environment for passengers.

[0043] Preferably, as Figure 3As shown, first connecting plates 11 are provided on both sides of the outer panel 1 along its width direction, second connecting plates 22 are provided on both sides of the inner panel 2 along its width direction, and third connecting plates 35 are provided on both sides of the reinforcing plate 3 along its width direction. The third connecting plates 35 are located between the first connecting plates 11 and the second connecting plates 22. One side of the first connecting plate 11 is welded to one side of the third connecting plate 35, and the other side of the second connecting plate 22 is welded to the other side of the third connecting plate 35.

[0044] Through the arrangement of the first connecting plates 11, the second connecting plates 22 and the third connecting plates 35, a triple connection structure is formed between the outer panel 1, the inner panel 2 and the reinforcing plate 3. This structure not only increases the number of connection points, but also improves the strength and stiffness of the overall structure by dispersing stress, enabling the outer panel 1, the inner panel 2 and the reinforcing plate 3 to form an integral whole that works together, which helps to improve the overall stability and impact resistance of the vehicle body structure. And through the welding method, it can ensure that a permanent and non-detachable connection is formed between the connecting plates, guaranteeing the stability and reliability of the connection part. In addition, the first connecting plates 11, the second connecting plates 22 and the third connecting plates 35 are respectively arranged on both sides of the outer panel 1, the inner panel 2 and the reinforcing plate 3, providing additional lateral support for the entire structure, which helps to prevent the structure from being distorted or deformed when subjected to external forces, and further improves the strength and stiffness of the front roof crossmember assembly.

[0045] Preferably, as Figure 3 shown, the front roof crossmember assembly further includes a mass block 4 disposed in the third cavity 33.

[0046] By disposing the mass block 4 in the third cavity 33, the local mass of the front roof crossmember can be effectively increased, thereby changing the mass distribution of the crossmember. This optimization of the mass distribution helps to improve the stiffness and stability of the crossmember, reducing deformation and vibration caused by vehicle driving or external loads. In addition, as an additional mass point, the mass block 4 can provide a greater resistance when the crossmember is subjected to torsional force, thereby enhancing the torsional resistance performance of the crossmember, which is of great significance for improving the driving stability and safety of the whole vehicle.

[0047] Furthermore, the position of the mass block 4 provided by the present utility model in the third cavity 33 can be arranged for specific frequency vibrations that may occur during vehicle driving. By reasonably arranging the mass block 4, the transmission of these vibrations to the vehicle body can be reduced, and the noise and vibration sensation inside the vehicle can be decreased. In addition, the interaction between the mass block 4 and the crossmember structure can also form a damping effect to a certain extent, absorbing and dissipating vibration energy, further improving the sound insulation performance of the vehicle body, and thus further enhancing the NVH performance of the vehicle.

[0048] Preferably, as Figure 3As shown, a first connection hole is formed on the inner plate 2, and a second connection hole is formed on the mass block 4. The first bolt member 5 can sequentially pass through the first connection hole and the second connection hole and be screwed with the first fixing nut 6 to fix the mass block 4 in the third cavity 33.

[0049] In the present utility model, the opening positions of the first connection hole and the second connection hole are precisely calculated and designed to ensure that the mass block 4 can be accurately installed at a predetermined position, thereby achieving its optimal performance effect. The screwing connection method between the bolt member and the nut provides a reliable fastening force, and even under the influence of various forces and vibrations during vehicle driving, the mass block 4 can be kept stable without moving. Moreover, the bolt connection method makes the installation of the mass block 4 simple and fast, and it can be completed without complex tools or processes. When the mass block 4 is damaged or needs to be replaced, the mass block 4 can be easily removed by simply unscrewing the bolt, which is convenient for subsequent maintenance and replacement work. Therefore, the addition of the mass block 4 not only increases the local mass of the crossbeam, but also enhances the overall structural strength of the crossbeam through its fixing method, improving the safety and stability of the whole vehicle. In addition, the mass block 4 is fixed in the third cavity 33, so that the mass block 4, as a part inside the third cavity 33, can further enhance the damping and attenuation effects of the cavity on sound and vibration, and improve the NVH performance.

[0050] Preferably, as Figure 4 shown, the mass block 4 includes a plurality of stacked steel plates 41, and second connection holes are respectively formed on the plurality of steel plates 41 corresponding to each other.

[0051] By increasing or decreasing the number of the steel plates 41, the total weight of the mass block 4 can be flexibly adjusted to meet the precise control of the mass required by different vehicle models or design requirements. Combinations of steel plates 41 with different numbers, thicknesses, materials or surface treatments can further optimize the acoustic performance, vibration attenuation performance, etc. of the mass block 4, thereby improving the NVH performance of the whole vehicle. Moreover, the stacking of the plurality of steel plates 41 not only increases the overall weight of the mass block 4, but also enhances its strength and stability through the layered structure. Even when subjected to external force impacts or vibrations, the steel plates 41 can support each other, which helps to disperse the stress caused by the external force or vibration to each steel plate 41, thereby reducing the stress concentration degree of a single steel plate 41 and preventing a single steel plate 41 from deforming or being damaged, and improving the durability and reliability of the whole mass block 4.

[0052] Preferably, as Figure 4 shown, third connection holes are respectively formed at both ends of the plurality of steel plates 41, and the second bolt member 7 can sequentially pass through the plurality of third connection holes and be screwed with the second fixing nut 8 to fix the plurality of steel plates 41 into one body.

[0053] Through the cooperation of the second bolt member 7 and the third connection holes, the tight fitting and firm connection between multiple steel plates 41 are ensured. This interlayer fastening method effectively prevents the relative movement or misalignment between the steel plates 41, enhancing the stability and strength of the overall structure. When the mass block 4 is subjected to an external force, multiple steel plates 41 can jointly bear the load, and the force is dispersed to each steel plate 41 through the bolt connection. This load dispersion mechanism helps to reduce the stress concentration on a single steel plate 41, improving the load-bearing capacity and durability of the overall structure. The tight connection between multiple steel plates 41 helps to reduce the transmission and diffusion of vibration between the steel plates 41. This vibration damping effect helps to improve the NVH performance of the whole vehicle, reducing the interference of noise and vibration to passengers.

[0054] Exemplarily, the third connection holes on each steel plate 41 of the present utility model are precisely machined and positioned during the design, processing and production, thus ensuring their alignment and matching. This standardized processing method improves the production efficiency and processing accuracy. During the assembly process, only multiple steel plates 41 need to be stacked in sequence, and the second bolt member 7 is passed through the third connection holes and screwed with the second fixing nut 8. This precise assembly method not only simplifies the assembly process, but also reduces the assembly difficulty and error rate.

[0055] In addition, the present utility model also provides an automobile, which includes the above-mentioned front roof crossbeam assembly.

[0056] So far, the technical solution of the present utility model has been described in combination with the preferred embodiments shown in the drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present utility model is obviously not limited to these specific embodiments. Without departing from the principle of the present utility model, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of the present utility model.

Claims

1. A roof front crossbeam assembly, characterized in that: The front cross beam assembly of the roof comprises an outer plate (1), an inner plate (2) and a reinforcing plate (3) arranged between the outer plate (1) and the inner plate (2); the reinforcing plate (3) comprises a middle region and end regions located on both sides of the middle region along its length direction; a first cavity (31) and a second cavity (32) separated from the end region and the inner plate (2) are formed; the first cavity (31) and the second cavity (32) are distributed along the width direction of the reinforcing plate (3); and a third cavity (33) is formed between the middle region and the inner plate (2).

2. The top cover front cross beam assembly according to claim 1, characterized in that: The roof front cross beam assembly also includes a mass block (4) arranged in the third cavity (33).

3. The top cover front cross beam assembly according to claim 1, characterized in that: The inner plate (2) is provided with a first groove (21) which is recessed toward the reinforcing plate (3), and the first groove (21) extends along the length direction of the inner plate (2). The end region is provided with a second groove (34) which is recessed toward the inner plate (2) at a position corresponding to the first groove (21), and the second groove (34) extends along the length direction of the reinforcing plate (3). The first groove (21) and the second groove (34) are connected with each other with their opposite surfaces so as to form the first cavity (31) and the second cavity (32) between the inner plate (2) and the end region.

4. The top cover front cross beam assembly according to claim 2, characterized in that: A first connection hole is provided on the inner plate (2), a second connection hole is provided on the mass block (4), and a first bolt member (5) can pass through the first connection hole and the second connection hole in sequence and be screwed to a first fixing nut (6) to fix the mass block (4) in the third cavity (33).

5. The roof front cross beam assembly according to claim 4, characterized in that: The mass block (4) comprises a plurality of stacked steel plates (41), and the plurality of steel plates (41) are each provided with a corresponding second connection hole.

6. The roof front cross beam assembly according to claim 5, characterized in that: A third connection hole is correspondingly opened at both ends of the plurality of steel plates (41), and the second bolt member (7) can pass through the plurality of third connection holes in sequence and be screwed to the second fixing nut (8) to fix the plurality of steel plates (41) as a whole.

7. The roof front cross beam assembly according to claim 3, characterized in that: The surfaces of the first groove (21) and the second groove (34) opposite to each other are connected by spot welding.

8. The roof front cross beam assembly according to claim 1, characterized in that: The reinforcing plate (3) is provided with a glue coating groove which is recessed towards the inner plate (2), and expansion glue is provided in the glue coating groove. The reinforcing plate (3) and the outer plate (1) are connected via the expansion glue.

9. The roof front cross beam assembly according to any one of claims 1 to 8, characterized in that: The outer plate (1) is provided with a first connecting plate (11) on both sides along the width direction thereof, the inner plate (2) is provided with a second connecting plate (22) on both sides along the width direction thereof, the reinforcing plate (3) is provided with a third connecting plate (35) on both sides along the width direction thereof, the third connecting plate (35) is located between the first connecting plate (11) and the second connecting plate (22), the first connecting plate (11) is welded to one side of the third connecting plate (35), and the second connecting plate (22) is welded to the other side of the third connecting plate (35).

10. An automobile, characterized in that: The invention comprises the roof front cross beam assembly according to any one of claims 1 to 9.

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