Cabin connecting frame, front wall assembly and automobile

Abstract

The utility model provides an engine room connecting frame, a front wall assembly and an automobile. The engine room connecting frame comprises a cross beam, and first connecting structures used for being connected with a tower bag are arranged at the two ends of the cross beam in the width direction of an automobile body; the connecting beam comprises a first cant beam and a second cant beam which are connected, the first cant beam and the second cant beam are both connected with the cross beam and arranged in a triangular shape, and a second connecting structure used for being connected with the dash panel is arranged at the joint of the first cant beam and the second cant beam; the second connecting structure comprises an abutting part used for abutting against the dash panel and a connecting hole formed in the abutting part in the length direction of the automobile body. The connecting beam and the dash panel are connected in the length direction of the vehicle body, and due to the fact that the position height of the connecting hole can be changed according to the height difference between the dash panel and the tower bag, the connecting mode is not only suitable for a low vehicle model with the small height difference between the dash panel and the tower bag, but also suitable for a high vehicle model with the large height difference between the dash panel and the tower bag.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobiles, and in particular relates to a cabin connecting frame, a front panel assembly and an automobile. Background Art

[0002] With the increasing development of new energy vehicle technology, the usage rate of new energy vehicles in daily life has increased significantly. New energy vehicles are powered by electricity, and the weight of the body is lighter than that of traditional fuel vehicles. Correspondingly, the performance of various aspects such as collision safety has been reduced. Therefore, in order to increase the body stiffness and strength mode of new energy vehicles, an external "eight"-shaped bracket fixing tower package and front panel assembly are generally set in the front cabin.

[0003] The bracket is usually connected to the front panel assembly using two round steel tubes or square steel tubes, and its two ends are fixed to the left front shock absorber tower package and the right front shock absorber tower package by welding or bolting to improve the lateral stability of the front of the vehicle and the dynamic stiffness of the front shock absorber mounting plate.

[0004] The steel tube is connected to the dash panel via bolts running along the vehicle's height. Due to the overall flatness of this bracket structure, this connection method is only suitable for low-profile vehicles with a small height difference between the dash panel and the shock absorber tower. On taller vehicles with a larger height difference, this connection method fails to provide adequate torsional strength and resistance to frontal deformation. Furthermore, due to the limited use of round or square steel tubes, this structure lacks effective mounting points for other components within the engine compartment, hindering their placement and installation. Utility Model Content

[0005] In view of the shortcomings of the prior art described above, the purpose of the present utility model is to provide a cabin connecting frame, a front panel assembly and a car, which are used to solve the problems in the prior art that the connection between the connecting frame and the front panel is connected along the height direction of the car body, resulting in low torsional strength and weak resistance to frontal deformation when the connecting frame is used for high-vehicle models with a large height difference between the front panel and the tower package.

[0006] To achieve the above-mentioned and other related purposes, the present invention provides a cabin connecting frame for connecting a tower package and a front panel of a vehicle body, comprising:

[0007] A crossbeam, wherein both ends of the crossbeam in the width direction of the vehicle body are provided with a first connecting structure for connecting to the tower package;

[0008] The connecting beam includes a first oblique beam and a second oblique beam connected to each other, the first oblique beam and the second oblique beam are both connected to the cross beam and arranged in a triangular shape, and a second connecting structure for connecting to the front panel is provided at the connection between the first oblique beam and the second oblique beam, and the second connecting structure includes an abutting portion for abutting the front panel and a connecting hole opened on the abutting portion along the length direction of the vehicle body.

[0009] Optionally, at least two connection holes are provided on the abutting portion along the width direction of the vehicle body.

[0010] Optionally, a groove is provided on the abutting portion, and the connecting hole is provided on the groove.

[0011] Optionally, the first end of the first oblique beam is connected to the first end of the second oblique beam, the second end of the first oblique beam and the second end of the second oblique beam are respectively connected to the cross beam, and the first ends of the first oblique beam and the second oblique beam are higher than the second ends.

[0012] Optionally, along the height direction of the vehicle body, the first oblique beam and the second oblique beam both rise monotonically relative to the cross beam and are continuously inclined.

[0013] Optionally, the second end of the first oblique beam and the second end of the second oblique beam are respectively connected to the cross beam through a first reinforcing beam.

[0014] Optionally, a second reinforcing beam is provided between the cross beam and the first oblique beam and the second oblique beam respectively, and the second reinforcing beam is located on the inner side of the first reinforcing beam.

[0015] Optionally, the first reinforcing beam between the crossbeam and the first oblique beam is connected in an arc shape with the crossbeam and the first oblique beam, and the first reinforcing beam between the crossbeam and the second oblique beam is connected in an arc shape with the crossbeam and the second oblique beam; the second reinforcing beam between the crossbeam and the first oblique beam is connected in an arc shape with the crossbeam and the first oblique beam, and the second reinforcing beam between the crossbeam and the second oblique beam is connected in an arc shape with the crossbeam and the second oblique beam.

[0016] Optionally, the first connection structure is a first mounting hole arranged along the height direction of the vehicle body.

[0017] Optionally, a second mounting hole is provided at one end of the first oblique beam close to the cross beam along the vehicle body height direction, and a third mounting hole is provided at one end of the second oblique beam close to the cross beam along the vehicle body height direction.

[0018] Optionally, a plurality of fourth mounting holes are provided on the cross beam and the connecting beam.

[0019] Optionally, the cross beam, the first oblique beam and the second oblique beam each include an inner side beam, an outer side beam and a reinforcing rib assembly arranged between the inner side beam and the outer side beam.

[0020] Optionally, the reinforcing rib assembly includes first reinforcing ribs and second reinforcing ribs alternately arranged between the inner side beam and the outer side beam, and an angle is formed between the first reinforcing ribs and the second reinforcing ribs.

[0021] Optionally, a first angle α is formed between the first reinforcing rib and the second reinforcing rib, a second angle β is formed between the first reinforcing rib on the side of the first oblique beam close to the second oblique beam and the first reinforcing rib on the side of the second oblique beam close to the first oblique beam, and the first angle α is greater than the second angle β.

[0022] Optionally, a first bottom plate is provided at one end of the first oblique beam close to the cross beam, and the two sides of the first bottom plate are respectively connected to the inner side beam and the outer side beam of the first oblique beam; a second bottom plate is provided at one end of the second oblique beam close to the cross beam, and the two sides of the second bottom plate are respectively connected to the inner side beam and the outer side beam of the second oblique beam; a third bottom plate is provided at both ends of the cross beam, and the two sides of the third bottom plate are respectively connected to the inner side beam and the outer side beam of the cross beam.

[0023] Optionally, along the direction from the cross beam to the second connecting structure, the widths of the first oblique beam and the second oblique beam gradually increase.

[0024] Optionally, the cross beam, the first oblique beam and the second oblique beam are integrally cast.

[0025] On the other hand, the present application provides a front panel assembly, including a front panel, a tower pack and the above-mentioned cabin connecting frame, the cabin connecting frame and the tower pack are connected to each other through a first connecting structure and a first bolt, and the abutting portion of the second connecting structure abuts against the front panel and is connected by a second bolt passed through a connecting hole.

[0026] On the other hand, the present application provides a car, comprising the above-mentioned front panel assembly.

[0027] As described above, the present invention has the following beneficial effects: by providing a second connecting structure on the connecting beam that abuts the front panel, the second connecting structure abuts the front panel in the direction along the length of the vehicle body, and providing a connecting hole on the abutting portion, which is equivalent to the connection between the connecting hole and the front panel being along the length of the vehicle body, and the connecting bolt extending along the length of the vehicle body to connect the first cabin connecting frame to the front panel. This connection method is applicable not only to low-profile vehicles with a smaller height difference between the front panel and the tower, but also to high-profile vehicles with a larger height difference between the front panel and the tower, because the position and height of the connecting hole can be changed according to the height difference between the front panel and the tower. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A schematic structural diagram of the front panel assembly provided by the present invention;

[0029] Figure 2 The structure diagram of the cabin connecting frame provided by the utility model Figure 1 ;

[0030] Figure 3 The structure diagram of the cabin connecting frame provided by the utility model Figure 2 ;

[0031] Figure 4 This is the main view of the cabin connecting frame;

[0032] Figure 5 A top view of the cabin connection frame;

[0033] Figure 6 This is a right side view of the cabin connecting frame;

[0034] Figure 7 for Figure 4 Enlarged view of D in the middle.

[0035] Part Number Description

[0036] Cabin connecting frame 100, cross beam 10, first mounting hole 101, outer side beams (102a, 102b, 102c), inner side beams (103a, 103b, 103c), first bottom plate 104a, second bottom plate 104b, third bottom plate 104c, weight reduction hole 105, arc-shaped connecting portion 106, first oblique beam 20, second mounting hole 201, avoidance groove 202, second oblique beam 30, third mounting hole 301, reinforcement rib assembly 40, first reinforcement rib 401, second reinforcement rib 402, third reinforcement rib 403, fourth mounting hole 50, second connecting structure 60, abutment portion 601, connecting hole 602, groove 603, first reinforcement beam 70, second reinforcement beam 80, tower package 200, front panel 300. DETAILED DESCRIPTION

[0037] The following describes the implementation of the present invention through specific embodiments. People familiar with this technology can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0038] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for understanding and reading by those familiar with this technology, and are not used to limit the conditions for implementation of the present invention. Therefore, they have no substantial technical significance. Any modification of the structure, change in the proportional relationship, or adjustment of the size should still fall within the scope of the technical content disclosed in the present invention without affecting the efficacy and purpose of the present invention. At the same time, terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description and are not used to limit the scope of implementation of the present invention. Changes or adjustments in their relative relationships should also be considered as the scope of implementation of the present invention without substantially changing the technical content.

[0039] In order to describe the present invention in detail, first, the cabin connecting frame, the front panel assembly and the automobile of the present invention are specifically described below.

[0040] This embodiment provides a cabin connecting frame 100, which is used to connect the tower package 200 and the front panel 300 of the vehicle body. Figure 2 As shown, the cabin connecting frame 100 includes a cross beam 10 and a connecting beam. The connecting beam includes a first oblique beam 20 and a second oblique beam 30 connected to each other. The first oblique beam 20 and the second oblique beam 30 are both connected to the cross beam 10 and arranged in a triangle.

[0041] To increase the strength of the cabin connection frame 100 and reduce the number of connections and installations between its components, the cabin connection frame 100 is integrally cast. In some embodiments, the cabin connection frame 100 is cast from aluminum. This integral molding in this embodiment involves directly forming a single unit during production, rather than welding the crossbeam 10, first diagonal beam 20, and second diagonal beam 30 together. The entire cabin connection frame 100 is integrally molded from cast aluminum, eliminating the need for additional welding before connecting it to the vehicle's tower 200 and front panel 300, saving welding time. The entire unit is also integrally formed during disassembly, making disassembly faster. The integrally molded structure also enhances the connection strength between the first diagonal beam 20, second diagonal beam 30, and crossbeam 10. Compared to welding or connecting multiple components, the cabin connection frame 100 in this embodiment is integrally molded from cast aluminum. This reduces the number of intermediate connectors and tolerances, significantly improving crash resistance and offering significant advantages for new energy vehicles.

[0042] The crossbeam 10 is provided with a first connecting structure at each end along the width of the vehicle body for connecting to the tower package 200. The crossbeam 10 and tower package 200 are connected along the vehicle body height. The first connecting structure and tower package 200 can be welded or bolted. To facilitate connection and subsequent replacement of the cabin connecting frame 100, the first connecting structure is provided at each end of the crossbeam 10 as a first mounting hole 101. The axis of the first mounting hole 101 is along the vehicle body height. Bolts pass through the first mounting hole 101 and connect to the tower package 200. The bolts extend in the direction of the vehicle body height.

[0043] In some embodiments, the first end of the first oblique beam 20 is connected to the first end of the second oblique beam 30, and the second end of the first oblique beam 20 and the second end of the second oblique beam 30 are respectively connected to the cross beam 10. The second end of the first oblique beam 20 is provided with a second mounting hole 201 along the vehicle body height direction, and the second end of the second oblique beam 30 is provided with a third mounting hole 301 along the vehicle body height direction, that is, the axis of the second mounting hole 201 and the third mounting hole 301 is along the vehicle body height direction. Figure 6 As shown, the first mounting hole 101 , the second mounting hole 201 , and the third mounting hole 301 are opposite to each other in the length direction of the vehicle body.

[0044] In the prior art, a single mounting hole is typically provided on a single side of the crossbeam 10. Even if two or more mounting holes are provided, they are generally arranged along the length of the crossbeam 10. In this embodiment, however, the first mounting hole 101 and the second mounting hole 201 on the left side of the crossbeam 10 are arranged along the length of the vehicle body, while the first mounting hole 101 and the third mounting hole 301 on the right side of the crossbeam 10 are arranged along the length of the vehicle body. This not only improves the connection between the nacelle connecting frame 100 and the tower package 200, but also enhances the transmission of lateral torsional torque.

[0045] In some embodiments, the first oblique beam 20, the second oblique beam 30 are connected to both ends of the cross beam 10, that is, the first oblique beam 20, the second oblique beam 30 and the tower package 200 are also directly connected. Figure 1 As shown, the first and second oblique beams 20 and 30 are connected to the tower package 200 indirectly, rather than indirectly through the crossbeam 10. This connection method also enhances the collision resistance of the first and second oblique beams 20 and 30. For example, when a vehicle is hit head-on from the front or rear, the impact force of the front panel 300 is transmitted to the first and second oblique beams 20 and 30. Because the first and second oblique beams 20 and 30 are directly connected to the tower package 200, the impact force can be directly transmitted to the tower package 200.

[0046] If the first and second oblique beams 20 and 30 are connected to the middle of the cross beam 10, it is equivalent to not directly connecting the first and second oblique beams 20 and 30 to the tower package 200. When the vehicle is hit head-on from the front or rear, the front panel 300 transfers the collision force to the first and second oblique beams 20 and 30. The first and second oblique beams 20 and 30 then transfer the collision force to the cross beam 10 first, and then the cross beam 10 transfers the collision force to the tower package 200 to the sides. In this way, the cross beam 10 has to bear a relatively large force.

[0047] Similarly, in the event of a side collision, the force from the tower package 200 is transferred to the crossbeam 10, which then distributes the force to the first and second oblique beams 20 and 30, and then to the dash panel 300. This connection method is not very effective in transmitting force and also requires a higher level of collision resistance from the crossbeam 10. Therefore, it is preferred to connect the first and second oblique beams 20 and 30 to both ends of the crossbeam 10.

[0048] In some embodiments, a second connecting structure 60 for connecting to the front panel 300 is provided at the connection between the first oblique beam 20 and the second oblique beam 30. The second connecting structure 60 includes an abutting portion 601 for abutting against the front panel 300 and a connecting hole 602 opened on the abutting portion 601 along the length direction of the vehicle body.

[0049] The second connecting structure 60 and the front panel 300 are in contact and abutment along the direction of the vehicle body length. A connecting hole 602 is provided on the abutting portion 601. The bolt passes through the connecting hole 602 to connect with the front panel 300. The extension direction of the bolt is along the length direction of the vehicle body, not along the height direction of the vehicle body.

[0050] The connection between the cabin connecting frame 100 and the dash panel 300 is along the vehicle body's height. That is, the bolts connect the cabin connecting frame 100 and the dash panel 300 along the vehicle body's height. The height difference between the dash panel 300 and the tower 200 is essentially minimal, making the entire cabin connecting frame 100 appear horizontal when viewed from the side. This makes it unusable for taller vehicles with a slightly larger height difference between the dash panel 300 and the tower 200.

[0051] The height difference between the dash panel 300 and the tower 200 of taller vehicles is greater than that of shorter vehicles. If the cabin connecting frame 100 and the dash panel 300 are still connected along the vehicle body height, one end of the cabin connecting frame 100 will be connected while the other end will not. In this embodiment, by locating the connecting hole 602 connecting the cabin connecting frame 100 to the dash panel 300 along the length of the vehicle body, the position of the connecting hole 602 can be adjusted according to the height of the vehicle body.

[0052] For low-rider vehicles, the connection hole 602 can be positioned relatively low, while for taller vehicles, the connection hole 602 can be positioned relatively high. Furthermore, changing the connection direction between the cabin connection frame 100 and the front panel 300 from along the vehicle body's height to along the vehicle body's length can better transmit and distribute longitudinal forces, improving the vehicle's impact resistance during a collision. This connection method can also enhance the longitudinal rigidity of the entire front cabin and reduce deformation during acceleration and braking.

[0053] In some embodiments, at least two connection holes 602 are provided on the abutment portion 601 along the width direction of the vehicle body. Providing at least two connection holes 602 not only increases the number so that the connection between the abutment portion 601 and the front panel 300 is firm, but also increases the force transmission points between the cabin connecting frame 100 and the front panel 300.

[0054] The first end of the first oblique beam 20 is connected to the first end of the second oblique beam 30, and the second end of the first oblique beam 20 and the second end of the second oblique beam 30 are respectively connected to the cross beam 10. Along the height direction of the vehicle body, the first end of the first oblique beam 20 and the second oblique beam 30 are higher than the second end. In some embodiments, the first oblique beam 20 and the second oblique beam 30 are both monotonically rising and continuously inclined relative to the cross beam 10, that is, the first oblique beam 20 and the second oblique beam 30 are continuously and gradually rising from the second end toward the first end. Figure 6 As shown, in other embodiments, the first and second oblique beams 20, 30 may also curve upward from the second end toward the first end, or the first and second oblique beams 20, 30 may be composed of multiple undulating broken line segments. Generally, the first end is higher than the second end. For low-profile vehicles, the first end only needs to be slightly higher than the second end, or the first and second ends can be on the same horizontal plane. For taller vehicles, the first end is significantly higher than the second end.

[0055] like Figure 5 and 6 As shown, the crossbeam 10 extends horizontally, and the first and second oblique beams 20 and 30 are inclined relative to the horizontal plane, forming an angle γ. For low-profile vehicles, the angle γ is relatively large, typically ranging from 165° to 180°. For some vehicles with larger chassis, the angle γ can even be 180°. This means that, when viewed from the side of the cabin connecting frame 100, the first and second oblique beams 20 and 30 are aligned with the crossbeam 10.

[0056] For high-rise vehicles, the angle γ is smaller than that of low-rise vehicles, generally ranging from 120° to 135°; the greater the height difference between the front panel 300 and the tower package 200, the smaller the angle γ, that is, the greater the height difference between the first end of the first oblique beam 20 and the second end of the first oblique beam 20 and the second oblique beam 30 in the vehicle height direction.

[0057] When the cabin connecting frame 100 provided in this embodiment is used in a high-vehicle vehicle, the cabin connecting frame 100 is connected to the front panel 300 through the connecting hole 602 on the abutment portion 601. At the same time, by tilting the first oblique beam 20 and the second oblique beam 30 relative to the cross beam 10, the body torsion requirements of the high-vehicle vehicle are met.

[0058] In some embodiments, the second end of the first oblique beam 20 and the second end of the second oblique beam 30 are respectively connected to the cross beam 10 via a first reinforcing beam 70. There is no direct connection between the first oblique beam 20, the second oblique beam 30 and the cross beam 10 because the inner sides of the first oblique beam 20, the second oblique beam 30 are inclined. If the first oblique beam 20, the second oblique beam 30 and the cross beam 10 were directly connected, the connection would be a line-to-line connection. However, the first oblique beam 20, the second oblique beam 30 and the cross beam 10 are connected via the first reinforcing beam 70, which is equivalent to a surface-to-surface connection, and the connection is more secure.

[0059] In some embodiments, a second reinforcing beam 80 is provided between the crossbeam 10 and the first oblique beam 20 and the second oblique beam 30, respectively, and the second reinforcing beam 80 is located on the inner side of the first reinforcing beam 70. The first oblique beam 20, the second oblique beam 30 and the crossbeam 10 are only connected at the vertices of the triangle, and the connection strength is insufficient. Therefore, they are also connected in the middle by the second reinforcing beam 80, which improves the stability and rigidity of the entire cabin connecting frame. This design not only enhances the connection strength between the first oblique beam 20, the second oblique beam 30 and the crossbeam 10, but also effectively disperses the stress acting at the vertex connection, making the stress more evenly distributed throughout the structure. In this way, damage caused by stress concentration can be effectively prevented, thereby improving the durability and reliability of the overall structure of the cabin connecting frame 100.

[0060] The first reinforcing beam 70 between the crossbeam 10 and the first oblique beam 20 is connected to the crossbeam 10 and the first oblique beam 20 in an arc shape. The first reinforcing beam 70 between the crossbeam 10 and the second oblique beam 30 is connected to the crossbeam 10 and the second oblique beam 30 in an arc shape. The second reinforcing beam 80 between the crossbeam 10 and the first oblique beam 20 is also connected to the crossbeam 10 and the first oblique beam 20 in an arc shape. The second reinforcing beam 80 between the crossbeam 10 and the second oblique beam 30 is also connected to the crossbeam 10 and the second oblique beam 30 in an arc shape. Each arc connection can be provided with an arc connection portion 106, such as Figure 7As shown. This design is not only more smooth and beautiful visually, but more importantly, it can significantly reduce the stress concentration phenomenon at the connection. Through the arc-shaped smooth transition, the force transmission can be made more uniform, avoiding the formation of stress peaks at the connection points, thereby reducing the risk of damage to the cabin connection frame 100 due to stress concentration. Through the smooth arc-shaped transition, the stress acting on the connection point can be dispersed and distributed more evenly throughout the structure, thereby effectively preventing local excessive stress from causing damage to the cabin connection frame 100. The smooth transition design can also enhance the connection strength between the components, making the overall structure more stable and improving the impact resistance and deformation resistance. Due to the reduction of stress concentration, the fatigue life of the structure is extended, reducing the risk of cracks and fractures caused by long-term use. By adopting the arc-shaped smooth transition connection design, not only the mechanical properties of the cabin connection frame 100 are improved, but also the overall reliability and durability are enhanced, providing a strong guarantee for the safety and comfort of the vehicle.

[0061] The crossbeam 10, the first oblique beam 20, the second oblique beam 30, the first reinforcing beam 70 and the second reinforcing beam 80 all include an inner side beam, an outer side beam and a reinforcing rib assembly 40 connected between the inner side beam and the outer side beam. The first oblique beam 20 is provided with a first bottom plate 104a at one end close to the crossbeam 10, and the two sides of the first bottom plate 104a are respectively connected to the inner side beam 103a and the outer side beam 102a of the first oblique beam 20; the second oblique beam 30 is provided with a second bottom plate 104b at one end close to the crossbeam 10, and the two sides of the second bottom plate 104b are respectively connected to the inner side beam 103b and the outer side beam 102b of the second oblique beam 30; the two ends of the crossbeam 10 are provided with a third bottom plate 104c, and the two sides of the third bottom plate 104c are respectively connected to the inner side beam 103c and the outer side beam 102c of the crossbeam 10. The connection position of each bottom plate with its corresponding inner side beam and outer side beam can be designed according to needs. For example, the bottom plate can be located in the middle of the inner side beam and outer side beam in the height direction. In this case, the cross-section of the inner side beam, outer side beam and their corresponding bottom plates after connection is H-shaped. It can also be located at the bottom edge. In this case, the cross-section of the inner side beam, outer side beam and their corresponding bottom plates after connection is U-shaped.

[0062] like Figures 2 to 4As shown, the first reinforcing beam 70 and the second reinforcing beam 80 are arranged separately and are not connected. The crossbeam 10, the first oblique beam 20, the second oblique beam 30, and the outer side beam of the first reinforcing beam 70 form a closed path; the inner side beam of the second reinforcing beam 80, the first oblique beam 20, the second oblique beam 30, and the inner side beam of the crossbeam 10 form a closed path; the first reinforcing beam 70, the second oblique beam 30, the inner side beam of the crossbeam 10, and the outer side beam of the second reinforcing beam 80 form a closed path; the first reinforcing beam 70, the first oblique beam 20, the inner side beam of the crossbeam 10, and the outer side beam of the second reinforcing beam 80 form a closed path. The first mounting hole 101, the second mounting hole 201, and the third mounting hole 301 are all provided on the base plates corresponding to their respective beams.

[0063] The second connecting structure 60 is connected to the outer edge beam 102, such as Figure 4 As shown, the two ends of the second connecting structure 60 are respectively connected to the outer side beam 102a of the first oblique beam 20 and the outer side beam 102b of the second oblique beam 30 to form a stable connecting structure. The abutment portion 601 is designed as a plane to ensure good contact and support. In order to further improve the smoothness of the connection and reduce stress concentration, the connecting parts of the second connecting structure 60 and the outer side beam 102a of the first oblique beam 20 and the outer side beam 102b of the second oblique beam 30 are all connected in an arc shape, making the entire connection area smoother and stronger. The arc of the arc connection between the second connecting structure 60 and the two outer side beams is bent toward the inner side beam side.

[0064] like Figure 2 and Figure 3 As shown, a small groove 603 is provided on the abutment portion 601, and the connection hole 602 is located within this groove 603. This groove design not only provides more precise positioning of the connection hole 602 and facilitates installation, but also increases the local material thickness and changes the stress distribution, significantly enhancing the local strength of the second connection structure 60 at this location. The groove acts as a reinforcement for the second connection structure 60, improving the fatigue resistance and durability of the connection hole 602.

[0065] The outer side beam 102a of the first oblique beam 20 is connected to the outer side beam 102b of the second oblique beam 30 to form a line, which is then connected to the second connecting structure 60. The entire cabin connecting frame 100 is symmetrically arranged with the line between this line and the middle of the cross beam as the central axis.

[0066] When connecting the cabin connecting frame 100 to the front panel 300, bolts are typically inserted through the connecting holes 602 on one side of the cabin connecting frame 100 and then fixed to the front panel 300. Since the height of the second connecting structure 60 is the same as that of the outer side beam 102, to ensure smooth entry and installation of bolts and tools, avoidance grooves 202 are specially provided on the outer edges of the first and second oblique beams 20, 30 near the second connecting structure 60. These avoidance grooves 202 are designed in an arc shape, which not only provides sufficient space for the entry of bolts and tools, but also maintains the overall aesthetics and smoothness of the structure.

[0067] In order to achieve a lightweight design of the cabin connecting frame 100, the reinforcing rib assembly 40 connects the inner side beam and the outer side beam, which is equivalent to providing a plurality of hollow weight-reducing holes 105 on them. In some embodiments, the inner side beam and the outer side beam can also be connected through a base plate, and a plurality of weight-reducing holes 105 are provided on the base plate. These weight-reducing holes 105 effectively reduce the weight of the entire cabin connecting frame 100, which improves the fuel efficiency and overall performance of the vehicle for fuel vehicles, and reduces the weight of the entire vehicle for new energy vehicles. At the same time, in order to ensure the strength and stability of the cabin connecting frame 100, reinforcing rib assemblies 40 are added between each weight-reducing hole 105. The two ends of these reinforcing rib assemblies 40 are respectively connected to the inner side beam and the outer side beam, forming a solid support network, which further enhances the rigidity and deformation resistance of the entire connecting frame.

[0068] The shape formed between the reinforcement rib assembly 40 and the inner side beam and the outer side beam can be a triangle or a quadrilateral, preferably a triangle, because the triangular structure has higher stability and rigidity, can better resist external loads and vibrations, reduce stress concentration, and thus improve the durability and reliability of the overall structure.

[0069] The reinforcing rib assembly 40 on the first and second diagonal beams 20, 30 includes first and second reinforcing ribs 401, 402, alternately arranged between the inner and outer side beams. The first and second reinforcing ribs 401, 402 are arranged alternately, meaning that the first and second reinforcing ribs 401, 402 on the first diagonal beam 20 are parallel to each other. The first and second reinforcing ribs 401, 402 on the second diagonal beam 30 are also parallel to each other. A first angle α is formed between the first and second reinforcing ribs 401, 402.

[0070] The first end of the first oblique beam 20 is connected to the first end of the second oblique beam 30, while the second end of the first oblique beam 20 and the second end of the second oblique beam 30 are respectively connected to the cross beam 10. In addition, the first reinforcing rib 401 at the first end of the first oblique beam 20 and the first reinforcing rib 401 at the first end of the second oblique beam 30 are also connected at the vertex. Specifically, the connection point of the two first reinforcing ribs 401 is also the connection point of the outer side beam 102a of the first oblique beam 20 and the outer side beam 102b of the second oblique beam 30, which is the vertex position of the triangle of the entire cabin connecting frame 100. At this connection point, a second angle β is formed between the two first reinforcing ribs 401. The first angle α is greater than the second angle β, and preferably the first angle α is equal to twice the second angle β. This design not only optimizes the overall rigidity of the structure, but also improves its anti-deformation ability.

[0071] In order to obtain the best structural performance, the second angle β is an acute angle, usually selected between 50° and 60°. Correspondingly, the first angle α should be between 100° and 120°. This angle setting can ensure that the cabin connecting frame 100 is more stable when subjected to external loads, and can better disperse stress and reduce local stress concentration, thereby improving overall durability and reliability. Through the design of the reinforcement rib assembly, not only the overall strength and stability of the cabin connecting frame 100 are improved, but also its anti-deformation ability and durability are optimized, providing a strong guarantee for the safety and reliability of the vehicle. In this embodiment, three first reinforcement ribs 401 and two second reinforcement ribs 402 are provided on the first oblique beam 20 and the second oblique beam 30.

[0072] The connection points between the second connection structure 60 and the outer side beam 102a of the first oblique beam 20 and the outer side beam 102b of the second oblique beam 30 are all connected by arcs. Although the arc connection makes the connection point smooth and avoids stress concentration, in order to further increase the strength of the second connection structure 60, a third reinforcing rib 403 is added. One end of the third reinforcing rib 403 is connected to the intersection of the first reinforcing rib 401 and the second reinforcing rib 402, and the other end is connected to the connection between the second connection structure 60 and the outer side beam, as shown in FIG. Figure 4 Point A shown.

[0073] The addition of third reinforcing ribs 403 significantly improves the local strength of the connection between the second connecting structure 60 and the outer edge beam, enabling it to better withstand external loads and vibration. The addition of third reinforcing ribs 403 more effectively disperses stress at the connection point, reducing stress concentration. Third reinforcing ribs 403 not only enhance the strength of the local connection point but also, through their unique layout, improve the overall stability and rigidity of the entire cabin connection frame 100. This design optimizes the overall performance of the cabin connection frame 100, ensuring it maintains excellent performance under various operating conditions, extending its service life and enhancing its reliability.

[0074] The reinforcing rib assembly 40 on the second reinforcing beam 80 and the reinforcing rib assembly 40 on the crossbeam 10 are connected to the corresponding inner side beam and outer side beam respectively, forming a stable triangular structure. Specifically, the inner side beam 103b of the second oblique beam 30 and the outer side beam of the second reinforcing beam 80 intersect at the connection point, such as Figure 4 The intersection B is also the intersection of the first reinforcing rib 401 and the second reinforcing rib 402. The reinforcing rib assembly 40 on the second reinforcing beam 80 extends from this intersection B, ensuring the overall stability and strength of the structure. Similarly, the reinforcing rib assembly 40 on the other side of the second reinforcing beam 80 also extends from the corresponding intersection, further enhancing the rigidity and deformation resistance of the entire connecting frame. The second reinforcing beam 30 is connected to the reinforcing rib assembly 40 in the crossbeam 10.

[0075] Among them, the height of the inner side beam and the outer side beam of each of the cross beam 10, the first oblique beam 20 and the second oblique beam 30 is the same, preferably 20-35mm, such as Figure 6 The outer side beam height D of the beam 10 shown is 20-35 mm, and the height of the reinforcing rib assembly 40 is the same as that of the inner side beam and the outer side beam; the thickness of the reinforcing rib assembly 40 is preferably 2-4 mm.

[0076] Multiple fourth mounting holes 50 are provided on the crossbeam 10, connecting beam, and second reinforcing beam 80. These holes can accommodate cooling system integrated modules, such as a water pump, auxiliary water tank, valves, and various front compartment electrical components. Placing most components between the tower package 200 and the front panel 300 improves overall aesthetics, shortens wiring, reduces costs, and provides a larger front trunk volume for new energy vehicles.

[0077] like Figure 4 As shown, the width H of the first oblique beam 20 and the second oblique beam 30 gradually increases from the crossbeam 10 to the second connecting structure 60. Specifically, the width H of the inner side beam 103b and the outer side beam 102b of the second oblique beam 30 gradually increases from the side close to the crossbeam 10, reaching the maximum width at the second connecting structure 60. By gradually increasing the width of the first oblique beam 20 and the second oblique beam 30 from the side close to the crossbeam 10 to the second connecting structure 60, the stress concentration phenomenon at the fixing point with the front panel 300 can be effectively reduced, which helps to improve the durability and reliability of the connection point with the front panel 300 and extend the service life. As the width gradually increases, the first oblique beam 20 and the second oblique beam 30 transmit torque more evenly, thereby enhancing the torsional moment transmission capacity on both sides. This makes the entire structure more stable and reliable when subjected to external loads and vibrations.

[0078] On the other hand, this embodiment also provides a front panel assembly, such as Figure 1As shown, it includes a front panel 300, a tower package 200 and the above-mentioned cabin connecting frame 100. The cabin connecting frame 100 and the tower package 200 are connected by a first connecting structure and a first bolt. The abutting portion 601 of the second connecting structure 60 abuts against the front panel 300 and is connected by a second bolt passed through the connecting hole 602.

[0079] On the other hand, this embodiment also provides an automobile, including the above-mentioned front panel assembly.

[0080] The cabin connecting frame 100 provided in this embodiment not only improves the rigidity and collision strength of the automobile cabin, meets the requirements of cabin layout integration, and makes the cabin connecting frame 100 lightweight, but also enables the cabin connecting frame 100 to be used for both high-end and low-end vehicles due to the connection method between the second connecting structure and the front panel 300.

[0081] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed in the present invention are intended to be covered by the claims of the present invention.

Claims

1. A cabin connecting frame for connecting the tower package and the front panel of the vehicle body, characterized in that: include: A crossbeam, wherein both ends of the crossbeam in the width direction of the vehicle body are provided with a first connecting structure for connecting to the tower package; The connecting beam includes a first oblique beam and a second oblique beam connected to each other, the first oblique beam and the second oblique beam are both connected to the cross beam and arranged in a triangular shape, a second connecting structure for connecting to the front panel is provided at the connection between the first oblique beam and the second oblique beam, the second connecting structure includes an abutting portion for abutting the front panel and a connecting hole opened on the abutting portion along the length direction of the vehicle body.

2. The cabin connection frame according to claim 1, characterized in that: At least two connection holes are provided on the abutting portion along the width direction of the vehicle body.

3. The cabin connection frame according to claim 1, characterized in that: The abutting portion is provided with a groove, and the connecting hole is provided on the groove.

4. The cabin connection frame according to claim 1, characterized in that: The first end of the first oblique beam is connected to the first end of the second oblique beam, the second end of the first oblique beam and the second end of the second oblique beam are respectively connected to the cross beam, and the first ends of the first oblique beam and the second oblique beam are higher than the second ends.

5. The cabin connection frame according to claim 4, characterized in that: Along the height direction of the vehicle body, the first oblique beam and the second oblique beam both rise monotonically relative to the cross beam and are continuously inclined.

6. The cabin connection frame according to any one of claims 1 to 5, characterized in that: The second end of the first oblique beam and the second end of the second oblique beam are respectively connected to the cross beam through a first reinforcing beam.

7. The cabin connection frame according to claim 6, characterized in that: A second reinforcing beam is provided between the cross beam and the first oblique beam and the second oblique beam respectively, and the second reinforcing beam is located on the inner side of the first reinforcing beam.

8. The cabin connection frame according to claim 7, characterized in that: The first reinforcing beam between the crossbeam and the first oblique beam is connected in an arc shape with the crossbeam and the first oblique beam, and the first reinforcing beam between the crossbeam and the second oblique beam is connected in an arc shape with the crossbeam and the second oblique beam; the second reinforcing beam between the crossbeam and the first oblique beam is connected in an arc shape with the crossbeam and the first oblique beam, and the second reinforcing beam between the crossbeam and the second oblique beam is connected in an arc shape with the crossbeam and the second oblique beam.

9. The cabin connection frame according to claim 1, characterized in that: The first connection structure is a first mounting hole arranged along the height direction of the vehicle body.

10. The cabin connection frame according to claim 9, characterized in that: A second mounting hole is provided at one end of the first oblique beam close to the cross beam along the vehicle body height direction, and a third mounting hole is provided at one end of the second oblique beam close to the cross beam along the vehicle body height direction.

11. The cabin connection frame according to claim 10, characterized in that: A plurality of fourth mounting holes are provided on the cross beam and the connecting beam.

12. The cabin connection frame according to claim 1, characterized in that: The cross beam, the first oblique beam and the second oblique beam each include an inner side beam, an outer side beam and a reinforcing rib assembly arranged between the inner side beam and the outer side beam.

13. The cabin connection frame according to claim 12, characterized in that: The reinforcing rib assembly includes first reinforcing ribs and second reinforcing ribs alternately arranged between the inner side beam and the outer side beam, and an angle is formed between the first reinforcing ribs and the second reinforcing ribs.

14. The cabin connection frame according to claim 13, characterized in that: A first angle α is formed between the first reinforcing rib and the second reinforcing rib, and a second angle β is formed between the first reinforcing rib on the side of the first oblique beam close to the second oblique beam and the first reinforcing rib on the side of the second oblique beam close to the first oblique beam. The first angle α is greater than the second angle β.

15. The cabin connection frame according to claim 12, characterized in that: A first bottom plate is provided at one end of the first oblique beam close to the cross beam, and the two sides of the first bottom plate are respectively connected to the inner side beam and the outer side beam of the first oblique beam; a second bottom plate is provided at one end of the second oblique beam close to the cross beam, and the two sides of the second bottom plate are respectively connected to the inner side beam and the outer side beam of the second oblique beam; a third bottom plate is provided at both ends of the cross beam, and the two sides of the third bottom plate are respectively connected to the inner side beam and the outer side beam of the cross beam.

16. The cabin connection frame according to claim 1, characterized in that: Along the direction from the cross beam to the second connecting structure, the widths of the first oblique beam and the second oblique beam gradually increase.

17. The cabin connection frame according to any one of claims 1-5 or 7-16, characterized in that: The cross beam, the first oblique beam and the second oblique beam are integrally cast.

18. A front panel assembly, characterized in that: It includes a front panel, a tower package and a cabin connecting frame as described in any one of claims 1 to 17, the cabin connecting frame and the tower package are connected by a first connecting structure and a first bolt, the abutting portion of the second connecting structure abuts against the front panel and is connected by a second bolt passed through a connecting hole.

19. An automobile, characterized in that: Including the front panel assembly described in claim 18.

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