Vehicle forecabin truss structure and automobile

Abstract

The utility model belongs to the field of automobile structure design, and particularly relates to a vehicle forecabin truss structure and an automobile. The vehicle forecabin truss structure comprises a first cross beam, a second cross beam and a connecting assembly, wherein the first cross beam is used for connecting tower bags which are oppositely arranged in a vehicle frame; the second cross beam is used for connecting longitudinal beams which are oppositely arranged in the frame; the connecting assembly is connected with the first cross beam and the second cross beam, and the first cross beam, the second cross beam and the connecting assembly jointly form a truss structure. According to the vehicle forecabin truss structure, the first cross beams are arranged between the tower bags of the vehicle frame, the second cross beams are arranged on the longitudinal beam supports of the vehicle frame, and the first cross beams and the second cross beams are connected through the connecting assemblies, so that the first cross beams, the second cross beams and the connecting assemblies jointly form the truss structure. During vehicle collision, the formed truss structure can effectively disperse impact force acting on a front cabin of the vehicle, so that the overall strength and transverse supporting force of the vehicle frame are enhanced, and smooth outward sliding of tires is achieved during offset collision.

Description

Technical Field

[0001] This application belongs to the field of automotive structure design, and particularly relates to a front cabin truss structure of a vehicle and an automobile. Background Art

[0002] In vehicle safety tests, especially under 25% offset collision conditions, maintaining sufficient lateral support force is crucial for ensuring that the tires slide outward to avoid obstacles. The prior art usually enhances the lateral rigidity by adding cross beams between the tower cover structures. However, during the collision process, the tower cover structures will deform and displace, resulting in significant displacement and deformation of the cross beams, thus weakening their original lateral support function. Summary of the Utility Model

[0003] An object of an invention of this application is to provide a front cabin truss structure of a vehicle, which is composed of a truss form and can provide an effective lateral support function during the collision process, so as to realize the smooth outward sliding of the tires during offset collision.

[0004] According to an embodiment of this application, in a first aspect, a front cabin truss structure of a vehicle is provided, and the front cabin truss structure of the vehicle includes:

[0005] A first cross beam for connecting the relatively arranged tower covers in the vehicle frame;

[0006] A second cross beam for connecting the relatively arranged longitudinal beams in the vehicle frame;

[0007] Connection components respectively connecting the first cross beam and the second cross beam, and the first cross beam, the second cross beam and the connection components jointly form a truss structure.

[0008] In an embodiment, the connection components include a first connection column and a second connection column. The first connection column connects the side parts of the first cross beam and the second cross beam in the same direction at one end, and the second connection column connects the side parts of the first cross beam and the second cross beam in the same direction at the other end. The first connection column, the second connection column, the first cross beam and the second cross beam form an annular truss structure.

[0009] In an embodiment, the side part of the first connection column can be pressed against one of the adjacent tower covers, and the side part of the second connection column can be pressed against the other adjacent tower cover; and / or, the first connection column is threadedly connected to one of the adjacent tower covers, and the second connection column is threadedly connected to the other adjacent tower cover.

[0010] In an embodiment, first strengthening members are arranged at both ends of the second cross beam, and the first strengthening members connect the side part of one end of the second cross beam and the connection components.

[0011] In one embodiment, second reinforcing members are provided at both ends of the second cross beam, and the second reinforcing members connect a side portion of one end of the second cross beam to the longitudinal beam.

[0012] In one embodiment, beam connectors are provided between both ends of the first cross beam and the adjacent tower packages.

[0013] In one embodiment, one end of the beam connector facing the tower package has a concave structure.

[0014] In one embodiment, the first cross beam is threadedly connected or welded to the connection assembly, and the second cross beam is threadedly connected or welded to the connection assembly; and / or, the beam connector is threadedly connected or welded to the first cross beam, and the beam connector is threadedly connected or welded to the tower package.

[0015] In one embodiment, the first cross beam, the second cross beam, and the connection assembly are all made of steel.

[0016] According to an embodiment of the present application, in a second aspect, an automobile is provided, and the automobile includes the vehicle front cabin truss structure described above.

[0017] For the vehicle front cabin truss structure of the present application, by providing a first cross beam between the tower packages of the vehicle frame and a second cross beam on the longitudinal beam bracket of the vehicle frame, and connecting the first cross beam and the second cross beam by a connection assembly, the first cross beam, the second cross beam, and the connection assembly together form a truss structure. In a vehicle collision, the impact force acting on the vehicle front cabin can be effectively dispersed through the formed truss structure, thereby enhancing the overall strength and lateral support force of the vehicle frame and realizing the smooth outward sliding of the tire during an offset collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic structural diagram of the vehicle front cabin truss structure in an embodiment of the present application;

[0019] Figure 2 is a schematic structural diagram of the vehicle front cabin truss structure in another embodiment of the present application;

[0020] Figure 3 is a schematic partial structural diagram of the vehicle front cabin truss structure in an embodiment of the present application;

[0021] Figure 4 is a schematic partial structural diagram of the vehicle front cabin truss structure in another embodiment of the present application;

[0022] Figure 5 is a schematic partial structural diagram of the vehicle front cabin truss structure in yet another embodiment of the present application.

[0023] Description of the reference numerals in the drawings:

[0024] 100, First crossbeam; 110, Crossbeam connection member; 111, Concave structure;

[0025] 200, Second crossbeam; 210, First reinforcement member; 220, Second reinforcement member;

[0026] 300, Connection assembly; 310, First connection column; 320, Second connection column;

[0027] 400, Tower package; 500, Longitudinal beam. Detailed implementation manner

[0028] In order to make the purpose, technical solution and advantages of the present application clearer, the following further details the present application in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0029] It should be noted that the illustrations provided in this embodiment only schematically illustrate the basic concept of the present invention.

[0030] The structures, proportions, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those familiar with this technology to understand and read, and are not used to limit the conditions under which the present invention can be implemented. Any modification of the structure, change in the proportional relationship or adjustment of the size, without affecting the effects that the present invention can produce and the purposes that can be achieved, should still fall within the scope that can be covered by the technical content disclosed in the present invention.

[0031] The orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "middle", "longitudinal", "transverse", "horizontal", "inner", "outer", "radial", "circumferential", etc. cited in this specification is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0032] As described in the background, in vehicle safety tests, especially under 25% offset crash conditions, maintaining sufficient lateral support force is crucial to ensure that the tires slide outwards to avoid obstacles. The prior art usually enhances the lateral rigidity by adding cross beams between the tower pack structures. However, during a collision, the tower pack structures will deform and displace, resulting in significant displacement and deformation of the cross beams, thus weakening their original lateral support function. To better solve this problem, the researchers in this application provide a vehicle front cabin truss structure. The vehicle front cabin truss structure can effectively disperse the acting force and provide stable lateral support during a vehicle collision, enabling the tires to smoothly slide out during an offset collision.

[0033] As Figure 1 shown, Figure 1 is a schematic structural diagram of the vehicle front cabin truss structure in an embodiment of this application. The vehicle front cabin truss structure includes: a first cross beam 100, a second cross beam 200, and a connection assembly 300. The first cross beam 100 is used to connect adjacent tower packs 400, the second cross beam 200 is used to connect longitudinal beams 500, and the connection assembly 300 is used to connect the first cross beam 100 and the second cross beam 200, so that the first cross beam 100, the second cross beam 200, and the connection assembly 300 form a truss structure. The researchers intend to use the vehicle front cabin truss structure proposed in this embodiment to enhance the overall strength and lateral support force of the vehicle frame, so as to enable the tires to smoothly slide out during an offset collision.

[0034] Specifically, the first cross beam 100 is used to connect the relatively arranged tower packs 400 in the vehicle frame; the second cross beam 200 is used to connect the relatively arranged longitudinal beams 500 in the vehicle frame; the connection assembly 300 is respectively connected to the first cross beam 100 and the second cross beam 200, and the first cross beam 100, the second cross beam 200, and the connection assembly 300 together form a truss structure. Among them, the first cross beam 100 and the connection assembly 300 can be connected by threads or welded, and the second cross beam 200 and the connection assembly 300 can be connected by threads or welded.

[0035] In this embodiment, a first cross beam 100 is disposed between the tower packages 400 of the vehicle frame, and at the same time, a second cross beam 200 is disposed between the longitudinal beams 500 of the vehicle frame. The first cross beam 100 and the second cross beam 200 are connected by a connecting assembly 300 to form a truss structure. Among them, the truss structure can be understood as a polygonal frame jointly formed by the first cross beam 100, the second cross beam 200, and the connecting assembly 300. Under the action of a collision force, the vehicle front cabin truss structure in this embodiment can transfer the force to multiple nodes, realizing uniform distribution of the force and avoiding concentration on a single node. Each connection point in the truss structure can serve as a force distribution center, thereby converting the concentrated impact force into multi-directional forces and dispersing them to the entire vehicle frame, so as to achieve the purpose of reducing the pressure borne by a single part. The vehicle front cabin truss structure proposed in this embodiment can effectively disperse the acting force and provide effective lateral support during vehicle collision compared with the existing solutions, so as to realize the smooth outward sliding of the tire during offset collision.

[0036] In one embodiment, referring to Figure 2 As shown, the connecting assembly 300 includes a first connecting column 310 and a second connecting column 320. The first connecting column 310 connects the side portions of the first cross beam 100 and the second cross beam 200 in the same direction at one end, and the second connecting column 320 connects the side portions of the first cross beam 100 and the second cross beam 200 in the same direction at the other end. The first connecting column 310, the second connecting column 320, the first cross beam 100, and the second cross beam 200 form an annular truss structure.

[0037] In this embodiment, an annular truss structure is formed by the first cross beam 100, the second cross beam 200, the first connecting column 310, and the second connecting column 320, which enables the force to be transmitted between the first cross beam 100 and the second cross beam 200 through the first connecting column 310 and the second connecting column 320 when the vehicle is subjected to a collision force, thereby effectively dispersing the acting force. In this embodiment, the truss structure formed by the first cross beam 100, the second cross beam 200, the first connecting column 310, and the second connecting column 320 can provide effective lateral support, thereby improving the safety performance of the vehicle during collision.

[0038] In one embodiment, referring to Figure 2 and Figure 3 As shown, the side portion of the first connecting column 310 can be pressed against one of the adjacent tower packages 400, and the side portion of the second connecting column 320 can be pressed against another adjacent tower package 400; and / or, the first connecting column 310 is threadedly connected to one of the adjacent tower packages 400, and the second connecting column 320 is threadedly connected to another adjacent tower package 400.

[0039] In this embodiment, when one of the tower packages 400 is subjected to a collision force, the tower package 400 can transfer the force to the adjacent first connecting column 310 or second connecting column 320. Through the pressing of the side of the first connecting column 310 or the side of the second connecting column 320 against the tower package 400, on the one hand, it can relieve the deformation of the first crossbeam 100 caused by the deformation of the tower package 400 and reduce the risk of the lateral force being unloaded; on the other hand, when the tower package 400 transfers the force to the adjacent first connecting column 310 or second connecting column 320, the force can be transferred and dispersed to the truss structure through the first connecting column 310 or the second connecting column 320, thereby improving the stability and impact resistance of the vehicle frame. Through the design scheme in this embodiment, the truss structure can provide stable lateral support during a collision and realize the smooth outward sliding of the tire.

[0040] It should be noted that the side of the first connecting column 310 pressing against the tower package 400 and the side of the second connecting column 320 pressing against the tower package 400 can be adaptively designed according to the shape and structure of the tower package 400, so that both the first connecting column 310 and the second connecting column 320 can better press and fit against the tower package 400.

[0041] In one embodiment, referring to Figure 2 As shown, first strengthening members 210 are provided at both ends of the second crossbeam 200. The first strengthening members 210 connect the side of one end of the second crossbeam 200 to the connecting assembly 300.

[0042] In this embodiment, the first strengthening member 210 is used to enhance the connection strength between the second crossbeam 200 and the connecting assembly 300. For example, it enhances the connection strength between the second crossbeam 200 and the first connecting column 310 and between the second crossbeam 200 and the second connecting column 320, ensuring that the collision force can be stably transmitted between the second crossbeam 200 and the connecting assembly 300. The shape of the first strengthening member 210 can be bent, with one end connected to the connecting assembly 300 and the other end connected to the second crossbeam 200. The connection method can be threaded connection or welding.

[0043] In one embodiment, referring to Figure 4 As shown, second strengthening members 220 are provided at both ends of the second crossbeam 200. The second strengthening members 220 connect the side of one end of the second crossbeam 200 to the longitudinal beam 500.

[0044] In this embodiment, the second strengthening member 220 is designed to enhance the connection strength between the second crossbeam 200 and the longitudinal beam 500, ensuring that the collision force can be stably transmitted between the second crossbeam 200 and the longitudinal beam 500 and finally dispersed to the vehicle frame. The shape of the second strengthening member 220 can be bent, with one end connected to the second crossbeam 200 and the other end connected to the longitudinal beam 500. The connection method can be threaded connection or welding.

[0045] In one embodiment, referring to Figure 5 as shown, beam connectors 110 are provided between both ends of the first cross beam 100 and the adjacent tower packages 400. Among them, the beam connectors 110 can be threadedly connected or welded to the first cross beam 100, and the beam connectors 110 can be threadedly connected or welded to the tower packages 400.

[0046] In this embodiment, beam connectors 110 are provided at both ends of the first cross beam 100. Through the beam connectors 110, one end of the first cross beam 100 can be connected to the adjacent tower package 400. The beam connectors 110 can enhance the connection strength between the first cross beam 100 and the tower package 400, so that the force between the tower package 400 and the first cross beam 100 can be stably transmitted.

[0047] Furthermore, in one embodiment, referring to Figure 5 as shown, one end of the beam connector 110 facing the tower package 400 is a concave structure 111.

[0048] In this embodiment, the concave structure 111 in the beam connector 110 increases the contact area with the tower package 400, thereby providing a larger connection area, for example, increasing the area of threaded connection or welding. At the same time, the increased contact area also increases the force-bearing area between the beam connector 110 and the tower package 400, thereby enhancing the connection strength and stability.

[0049] In one embodiment, the materials of the first cross beam 100, the second cross beam 200, and the connection assembly 300 are all steel.

[0050] In this embodiment, the first cross beam 100, the second cross beam 200, and the connection assembly 300 are all made of steel. Steel has excellent strength performance and can stably transmit the acting force during a collision, thereby improving the lateral support effect of the vehicle front cabin truss structure.

[0051] This application also proposes an automobile, which includes the above-mentioned vehicle front cabin truss structure.

[0052] In this embodiment, by installing the above-mentioned vehicle front cabin truss structure in the automobile, during a vehicle collision, the truss structure can disperse the acting force and provide a stable lateral support effect, thereby realizing the smooth outward sliding of the tire during an offset collision.

[0053] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0054] The above embodiments only illustrate several implementation manners of the present application. The description thereof is relatively specific and detailed, but it should not be construed as a limitation on the scope of the utility model patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all fall within the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A vehicle front cabin truss structure, characterized in that, The vehicle front cabin truss structure includes: A first cross beam (100) for connecting the relatively arranged tower packages (400) in the vehicle frame; A second cross beam (200) for connecting the relatively arranged longitudinal beams (500) in the vehicle frame; A connecting component (300) connecting the first cross beam (100) and the second cross beam (200) respectively. The first cross beam (100), the second cross beam (200) and the connecting component (300) together form a truss structure.

2. The vehicle front cabin truss structure according to claim 1, characterized in that: The connecting component (300) includes a first connecting column (310) and a second connecting column (320). The first connecting column (310) connects the side parts of the first cross beam (100) and the second cross beam (200) in the same direction at one end, and the second connecting column (320) connects the side parts of the first cross beam (100) and the second cross beam (200) in the same direction at the other end. The first connecting column (310), the second connecting column (320), the first cross beam (100) and the second cross beam (200) form an annular truss structure.

3. The vehicle front cabin truss structure according to claim 2, wherein: The side part of the first connecting column (310) can be pressed against one of the adjacent tower packages (400), and the side part of the second connecting column (320) can be pressed against the other adjacent tower package (400); and / or, the first connecting column (310) is threadedly connected to one of the adjacent tower packages (400), and the second connecting column (320) is threadedly connected to the other adjacent tower package (400).

4. The vehicle front cabin truss structure according to claim 1, wherein: First reinforcing members (210) are provided at both ends of the second cross beam (200). The first reinforcing members (210) connect the side part of one end of the second cross beam (200) to the connecting component (300).

5. The vehicle front cabin truss structure according to claim 1, wherein: Second reinforcing members (220) are provided at both ends of the second cross beam (200). The second reinforcing members (220) connect the side part of one end of the second cross beam (200) to the longitudinal beam (500).

6. The vehicle front cabin truss structure according to any one of claims 1-5, characterized in that: Cross beam connecting members (110) are provided between both ends of the first cross beam (100) and the adjacent tower packages (400).

7. The vehicle front cabin truss structure according to claim 6, characterized in that: One end of the cross beam connecting member (110) facing the tower package (400) is a concave structure (111).

8. The vehicle front cabin truss structure according to claim 6, wherein: The first cross beam (100) and the connecting component (300) are threadedly connected or welded, and the second cross beam (200) and the connecting component (300) are threadedly connected or welded; and / or, the cross beam connecting member (110) and the first cross beam (100) are threadedly connected or welded, and the cross beam connecting member (110) and the tower package (400) are threadedly connected or welded.

9. The vehicle front cabin truss structure according to claim 1, wherein: The materials of the first cross beam (100), the second cross beam (200) and the connecting component (300) are all steel.

10. A vehicle, characterized in that, The vehicle includes the vehicle front cabin truss structure according to any one of claims 1-9.

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