Front cabin longitudinal beam and vehicle

Abstract

The utility model relates to the field of vehicle parts, and provides a front cabin longitudinal beam and a vehicle. In the structure of the front cabin longitudinal beam, the top of the front cabin longitudinal beam is provided with a suspension installation point used for installing a power assembly suspension, and the bottom of the front cabin longitudinal beam is provided with an auxiliary frame middle installation point used for fixedly installing the middle of a front auxiliary frame. Wherein the multiple suspension mounting points are arranged at intervals in the front-back direction of the whole vehicle, and the auxiliary frame middle mounting points are located below the area where the multiple suspension mounting points are located from the left-right direction of the whole vehicle. According to the front cabin longitudinal beam disclosed by the utility model, the arrangement positions of the suspension mounting points which are not easy to deform and the mounting points in the auxiliary frame are relatively concentrated, so that other positions of the front cabin longitudinal beam can deform and absorb energy when a vehicle collides, and the collision safety performance of the whole vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle parts technical field, especially a front engine compartment stringer, the utility model relates to a vehicle with the front engine compartment stringer. BACKGROUND

[0002] In the vehicle body structure, the front engine compartment stringer is an important force transmission channel in the vehicle collision condition, generally the deformation mode of controller is controlled to increase the deformation energy absorption of the engine compartment.

[0003] However, the existing front engine compartment stringer structure, the subframe mounting point, the suspension mounting point arranged on it, the positions of these mounting points hardly deform, in the full frontal impact condition, the front engine compartment stringer only deforms locally, which leads to insufficient energy absorption of the engine compartment and increases the injury of the passengers to some extent. SUMMARY

[0004] Therefore, the utility model aims at providing a front engine compartment stringer to improve the problem of insufficient energy absorption of the front engine compartment stringer in the collision.

[0005] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows:

[0006] A front engine compartment stringer, the top of the front engine compartment stringer is provided with a suspension mounting point for mounting the power assembly suspension, and the bottom of the front engine compartment stringer is provided with a subframe middle mounting point for fixing and mounting the middle part of the front subframe.

[0007] The suspension mounting points are arranged in multiple along the front and rear directions of the whole vehicle, and from the left and right directions of the whole vehicle, the subframe middle mounting point is located below the region of the multiple suspension mounting points.

[0008] Further, the front engine compartment stringer comprises a stringer inner plate and a stringer outer plate connected together along the left and right directions of the whole vehicle, and a stringer cavity is formed between the stringer inner plate and the stringer outer plate.

[0009] Further, the stringer outer plate is provided with a first pit for avoiding the tire, the first pit is provided with a first reinforcing rib extending along the front and rear directions of the whole vehicle, and / or the stringer outer plate is provided with a first collapse rib extending along the up and down directions of the whole vehicle, and / or the stringer outer plate is provided with a second pit for avoiding the air spring.

[0010] Further, the stringer inner plate is provided with a second reinforcing rib extending along the front and rear directions of the whole vehicle, and a plurality of second collapse ribs extending along the up and down directions of the whole vehicle are arranged on the stringer inner plate, wherein at least part of the second collapse ribs are connected with the second reinforcing rib.

[0011] Further, the root position of the rear end of the outer plate of the longitudinal beam and / or the root position of the rear end of the inner plate of the longitudinal beam is provided with a reinforcing structure; the reinforcing structure comprises a convex along the front-rear direction of the whole vehicle, and the convex extends to the rear end of the front engine compartment longitudinal beam and is arranged in multiple rows in the up-down direction of the whole vehicle.

[0012] Further, a first reinforcing plate connected to the inner plate of the longitudinal beam is arranged in the cavity of the longitudinal beam; the first reinforcing plate extends along the front-rear direction of the whole vehicle, and the cross section of the first reinforcing plate is in the shape of a Chinese character 'j', and a cavity is formed between the first reinforcing plate and the inner plate of the longitudinal beam.

[0013] Further, a third reinforcing rib extending along the front-rear direction of the whole vehicle is arranged on the first reinforcing plate; and / or a third collapse rib extending along the up-down direction of the whole vehicle is arranged on the first reinforcing plate.

[0014] Further, a second reinforcing plate is connected to the inner plate of the longitudinal beam; the second reinforcing plate is arranged in the cavity of the longitudinal beam and is close to the root position of the rear end of the inner plate of the longitudinal beam, and the rear end of the first reinforcing plate is overlapped on the second reinforcing plate.

[0015] Further, the front end of the front engine compartment longitudinal beam is provided with a third reinforcing plate arranged in the cavity of the longitudinal beam; the third reinforcing plate is in the shape of a ring and is connected between the inner plate of the longitudinal beam and the outer plate of the longitudinal beam.

[0016] Compared with the prior art, the utility model has the following advantages:

[0017] The front engine compartment longitudinal beam has the advantages that: the mounting points of the subframe are arranged below the areas of the suspension mounting points, so that the positions of the suspension mounting points, the mounting points of the subframe and other mounting points which are not easy to deform are relatively concentrated, which is beneficial to the deformation and energy absorption of other positions of the front engine compartment longitudinal beam during vehicle collision, thereby improving the vehicle collision safety performance.

[0018] In addition, the front engine compartment longitudinal beam comprises an inner plate and an outer plate which are buckled and connected together along the left-right direction of the whole vehicle, and a cavity of the longitudinal beam is formed between the inner plate and the outer plate, which is beneficial to the machining and preparation of the front engine compartment longitudinal beam and improves the structural strength of the front engine compartment longitudinal beam.

[0019] The first recess on the outer plate of the longitudinal beam can provide a space for the tire position, and is beneficial to the collapse and energy absorption of the outer plate of the longitudinal beam during collision; the first reinforcing rib arranged at the first recess can increase the energy absorption capacity of the outer plate of the longitudinal beam during collision; the first collapse rib arranged on the outer plate of the longitudinal beam is beneficial to the collapse and energy absorption of the outer plate of the longitudinal beam; and the second recess arranged on the outer plate of the longitudinal beam can not only provide a space for the air spring position, but also is beneficial to the collapse and energy absorption of the outer plate of the longitudinal beam during collision.

[0020] And the cooperation of the first recess, the second recess and the first collapse rib can further facilitate the collapse energy absorption of the outer plate of the longitudinal beam, thereby facilitating the collapse energy absorption of the front engine compartment longitudinal beam during a collision.

[0021] Secondly, the second reinforcing rib extending along the front-rear direction of the whole vehicle and the second collapse rib extending along the up-down direction of the whole vehicle are arranged on the inner plate of the longitudinal beam, and at least part of the second collapse rib is connected with the second reinforcing rib, at this time, the arrangement of the second reinforcing rib can increase the energy absorption capacity of the inner plate of the longitudinal beam during a collision, and the arrangement of the second collapse rib can facilitate the collapse energy absorption of the inner plate of the longitudinal beam, thereby enhancing the energy absorption capacity of the front engine compartment longitudinal beam and facilitating the collapse energy absorption.

[0022] The reinforcing structure arranged at the root position of the rear end of the outer plate of the longitudinal beam can facilitate the improvement of the structural strength and rigidity of the root of the front engine compartment longitudinal beam, facilitate the guarantee of the non-deformation of the root of the front engine compartment longitudinal beam, and improve the stability of the passenger compartment.

[0023] Furthermore, the first reinforcing plate arranged in the cavity of the longitudinal beam, and the cavity formed between the first reinforcing plate and the inner plate of the longitudinal beam can facilitate the improvement of the structural strength and rigidity of the front engine compartment longitudinal beam.

[0024] In addition, the second reinforcing plate arranged in the cavity of the longitudinal beam is arranged close to the root position of the rear end of the inner plate of the longitudinal beam and is connected with the first reinforcing plate in a lap joint mode, so that the structural strength of the root of the front engine compartment longitudinal beam can be increased to prevent low-speed deformation.

[0025] Another purpose of the utility model is to provide a vehicle, wherein the vehicle is provided with the front engine compartment longitudinal beam as described above.

[0026] The vehicle disclosed by the utility model, through the above-mentioned front engine compartment longitudinal beam, the positions of the mounting points on the front engine compartment longitudinal beam which are not easy to deform are relatively concentrated, thus the other positions of the front engine compartment longitudinal beam are beneficial to deform and absorb energy when the vehicle collides, thereby helping to improve the vehicle collision safety performance. BRIEF DESCRIPTION OF DRAWINGS

[0027] The accompanying drawings, which form a part of this description, are included to provide a further understanding of the utility model and are incorporated herein for explanation by reference. The illustrative embodiments of the utility model, together with its drawings, are used to explain the utility model and are not used to limit the utility model unduly. In the drawings:

[0028] Figure 1 The structure schematic view of the first perspective of the front engine compartment longitudinal beam described in the utility model embodiment;

[0029] Figure 2 The structure schematic view of the second perspective of the front engine compartment longitudinal beam described in the utility model embodiment;

[0030] Figure 3 The structure schematic view of the third perspective of the front engine compartment longitudinal beam described in the utility model embodiment;

[0031] Figure 4 The structure schematic view of the fourth perspective of the front engine compartment longitudinal beam described in the utility model embodiment;

[0032] Figure 5 The structure schematic view of the longitudinal beam inner plate described in the utility model embodiment;

[0033] Figure 6 The structure schematic view of the longitudinal beam outer plate described in the utility model embodiment;

[0034] Figure 7 The structure schematic view of the longitudinal beam inner plate and the first reinforcing plate cooperation state described in the utility model embodiment;

[0035] Figure 8 The structure schematic view of the first reinforcing plate, the second reinforcing plate and the third reinforcing plate cooperation state described in the utility model embodiment;

[0036] Figure 9 The structure schematic view of the second reinforcing plate described in the utility model embodiment;

[0037] Figure 10 The structure schematic view of the third reinforcing plate described in the utility model embodiment;

[0038] Figure 11 The force transmission structure schematic view of the rear end of the front engine compartment longitudinal beam described in the utility model embodiment;

[0039] BRIEF DESCRIPTION OF DRAWINGS

[0040] 1, front engine bay longitudinal; 2, suspension mounting point; 3, subframe mid mounting point; 4, subframe front mounting point; 5, subframe rear mounting point; 6, engine bay longitudinal rear section; 7, torque box; 8, mid tunnel cross member;

[0041] 10, longitudinal cavity; 20, cavity; 21, first suspension mounting point; 22, second suspension mounting point;

[0042] 11, longitudinal inner panel; 111, first reinforcement; 1111, third reinforcement; 1112, third crush; 112, second reinforcement; 113, third reinforcement; 1101, second reinforcement; 1102, second crush; 1103, first connecting flange;

[0043] 12, longitudinal outer panel; 121, first dimple; 1211, first reinforcement; 122, first crush; 123, second dimple; 124, bulge; 1201, second connecting flange. DETAILED DESCRIPTION

[0044] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0045] In the following description, specific details are set forth in order to provide a thorough understanding of the embodiments of the present application. However, persons skilled in the art will understand that the present application can be practiced without these specific details. In other instances, well-known methods, structures, circuits, and techniques have not been shown in detail in order not to obscure the understanding of this application.

[0046] In the description of the present application, it should be noted that if the terms indicating the orientation or position relationship such as "upper", "lower", "inner", "outer" appear, they are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as limiting the present application. The device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, if the terms "first", "second" appear, they are also used for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0047] Furthermore, in the description of the utility model, unless there is another explicit limitation, the connecting structure of the field is used to connect the matching components. Moreover, the terms "mounting", "connecting", "connecting" and "connecting piece" should be understood broadly. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected. It can be mechanically connected, or it can be electrically connected. It can be directly connected, or it can be indirectly connected through an intermediate medium. It can be the communication between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood in combination with the specific circumstances.

[0048] In the description of the utility model, it should be explained that the orientation words such as "up, down, left, right, front, back" used in the embodiment are defined with the up-down direction, left-right direction and front-rear direction of the automobile as the reference. Among them, the up-down direction of the automobile is also the height direction (Z direction) of the automobile, the front-rear direction of the automobile is also the length direction (X direction) of the automobile, and the left-right direction of the automobile is also the width direction (Y direction) of the automobile. "In, out" is defined with the contour of the corresponding component as the reference, for example, the interior and exterior of the vehicle are defined with the vehicle contour as the reference, the side close to the middle of the vehicle is "in", and vice versa is "out".

[0049] The utility model will be described in detail below with reference to the drawings and in combination with the embodiments.

[0050] Embodiment one

[0051] The embodiment relates to a front engine compartment longitudinal beam, which can solve the problem of insufficient energy absorption of the front engine compartment longitudinal beam in collision, and help to improve the vehicle collision safety performance.

[0052] As shown in the overall structure, Figures 1 to 4 The front engine compartment longitudinal beam 1 of the embodiment is provided with a suspension mounting point 2 for mounting the power assembly suspension at the top of the front engine compartment longitudinal beam 1, and is provided with a subframe middle mounting point 3 for fixedly mounting the middle part of the front subframe at the bottom of the front engine compartment longitudinal beam 1. Among them, the suspension mounting point 2 is multiple and arranged along the front-rear direction of the vehicle, and from the left-right direction of the vehicle, the subframe middle mounting point 3 is located below the region of the multiple suspension mounting points 2.

[0053] At this time, as in the above structure, the subframe middle mounting point 3 is arranged below the region of the multiple suspension mounting points 2, so that the positions of the suspension mounting point 2, the subframe middle mounting point 3 and these mounting points which are not easy to deform are relatively concentrated, which is beneficial to the deformation and energy absorption of other positions of the front engine compartment longitudinal beam 1 in vehicle collision, thereby helping to improve the vehicle collision safety performance.

[0054] Based on the above overall introduction, the exemplary structure of the front engine compartment longitudinal beam 1 described in the embodiment is as shown in Figures 1 to 4As shown, considering that the front engine bay longitudinal beam 1 is arranged symmetrically left and right on the vehicle, the following will be specifically described by taking the front engine bay longitudinal beam 1 on the left side of the vehicle as an example.

[0055] In detail, continuing to refer to Figures 1 to 4 As shown, in the embodiment, the top of the front engine bay longitudinal beam 1 is provided with a plurality of suspension mounting points 2, the plurality of suspension mounting points 2 are arranged in the front-rear direction of the vehicle, and the plurality of suspension mounting points 2 are used for mounting the power assembly suspension. The plurality of suspension mounting points 2 are also Figure 1 and Figure 2 The first suspension mounting point 21 and the second suspension mounting point 22 shown in

[0056] It should be noted here that the above-mentioned power assembly can be an engine assembly, or when it is a new energy vehicle, the power assembly can also be a driving motor assembly.

[0057] Still referring to Figures 1 to 4 , the bottom of the front engine bay longitudinal beam 1 is provided with a subframe middle mounting point 3, which is used for fixedly mounting the middle part of the front subframe on the front engine bay longitudinal beam 1. Specifically, the subframe middle mounting point 3 includes a mounting bracket fixed to the bottom of the front engine bay longitudinal beam 1, and a mounting sleeve provided with a mounting hole on the mounting bracket.

[0058] In addition, the bottom of the front engine bay longitudinal beam 1 is also provided with a subframe front mounting point 4 for fixedly mounting the front part of the front subframe. Moreover, the bottom of the rear end of the front engine bay longitudinal beam 1 is also provided with a subframe rear mounting point 5 for fixedly mounting the rear end of the front subframe. At this time, the subframe front mounting point 4, the subframe middle mounting point 3 and the subframe rear mounting point 5 are arranged to ensure the stability of the connection between the front subframe and the front engine bay longitudinal beam 1.

[0059] In the embodiment, the subframe middle mounting point 3 is located below the region where the plurality of suspension mounting points 2 are located. Specifically, the subframe middle mounting point 3 can be located below the region where the first suspension mounting point 21 is located, or can be located below the region where the second suspension mounting point 22 is located. It should be noted here that the region where the plurality of suspension mounting points 2 are located is also the region formed by taking each suspension mounting point 2 as a boundary, and this region is basically the region where the power assembly suspension meets the front engine bay longitudinal beam 1.

[0060] Still referring to Figures 1 to 4As shown, in this embodiment, as a preferred implementation, the front engine compartment longitudinal beam 1 includes an inner longitudinal beam plate 11 and an outer longitudinal beam plate 12 that are fastened together along the left-right direction of the vehicle, and a longitudinal beam cavity 10 is formed between the inner longitudinal beam plate 11 and the outer longitudinal beam plate 12. In this case, the front engine compartment longitudinal beam 1 includes the inner longitudinal beam plate 11 and the outer longitudinal beam plate 12 that are fastened together, and the longitudinal beam cavity 10 formed between the inner longitudinal beam plate 11 and the outer longitudinal beam plate 12, which not only facilitates the processing and fabrication of the front engine compartment longitudinal beam 1, but also helps to improve the structural strength of the front engine compartment longitudinal beam 1.

[0061] Specifically, and then combined Figure 5 and Figure 6 As shown, the cross-sections of both the inner plate 11 and the outer plate 12 of the longitudinal beam are U-shaped. The inner plate 11 has a first connecting flange 1103 at both its upper and lower ends, and the outer plate 12 has a second connecting flange 1201 at both its upper and lower ends. The inner plate 11 and the outer plate 12 are fastened together and welded together via the first connecting flange 1103 and the second connecting flange 1201 at the same ends, forming a longitudinal beam cavity 10 between the inner plate 11 and the outer plate 12.

[0062] The structure of the longitudinal beam outer plate 12 in this embodiment is as follows: Figure 4 and Figure 6 As shown in the preferred embodiment, in this example, a first recess 121 for avoiding the tire is provided on the outer plate 12 of the longitudinal beam, and a first reinforcing rib 1211 extending along the longitudinal direction of the vehicle is provided at the first recess 121. In this case, providing the first recess 121 on the outer plate 12 of the longitudinal beam can, on the one hand, provide avoidance space for the tire, and on the other hand, facilitate the induction of collapse and energy absorption of the outer plate 12 of the longitudinal beam during a collision. Moreover, providing the first reinforcing rib 1211 at the first recess 121 can increase the energy absorption capacity of the outer plate 12 of the longitudinal beam during a collision.

[0063] In specific implementation, the first recess 121 is located near the front end of the outer plate 12 of the longitudinal beam. Multiple first reinforcing ribs 1211 are provided at the first recess 121, and all multiple first reinforcing ribs 1211 extend along the longitudinal direction of the vehicle. In this case, the provision of multiple first reinforcing ribs 1211 can further increase the energy absorption capacity of the outer plate 12 of the longitudinal beam during a collision. It is worth noting that the number of first reinforcing ribs 1211 can be one, two, or more; this embodiment does not impose any limitation on this.

[0064] On the basis of the first recess 121 being arranged, in the embodiment, a first collapsing rib 122 extending along the up-down direction of the whole vehicle is arranged on the longitudinal beam outer plate 12. The arrangement of the first collapsing rib 122 is conducive to inducing the energy absorption of the collapsing of the longitudinal beam outer plate 12. In specific implementation, the first collapsing rib 122 is arranged close to the first recess 121. In this way, the first collapsing rib 122 and the first recess 121 cooperate together, which can further improve the energy absorption effect of the collapsing of the longitudinal beam outer plate 12.

[0065] In addition, on the basis of the first recess 121, the first reinforcing rib 1211 and the first collapsing rib 122 being arranged, in the embodiment, a second recess 123 for avoiding the air spring is also arranged on the longitudinal beam outer plate 12. The arrangement of the second recess 123 on the longitudinal beam outer plate 12 not only provides a space for avoiding the air spring, but also is conducive to inducing the energy absorption of the collapsing of the longitudinal beam outer plate 12 in a collision.

[0066] In specific implementation, the second recess 123 is located behind the first recess 121. In this way, the first recess 121 and the second recess 123 are arranged, and cooperate with the first collapsing rib 122 arranged close to the first recess 121, which can further be conducive to inducing the energy absorption of the collapsing of the longitudinal beam outer plate 12, thereby being conducive to inducing the energy absorption of the collapsing of the front engine compartment longitudinal beam 1 in a collision. The first reinforcing rib 1211 arranged in cooperation can further increase the energy absorption capacity of the front engine compartment longitudinal beam 1 in a collision.

[0067] Referring to FIGS. Figure 2 , Figure 3 and Figure 5 , in the embodiment, a second reinforcing rib 1101 extending along the front-rear direction of the whole vehicle is arranged on the longitudinal beam inner plate 11, and a plurality of second collapsing ribs 1102 extending along the up-down direction of the whole vehicle are arranged on the longitudinal beam inner plate 11. At least part of the second collapsing ribs 1102 are connected with the second reinforcing rib 1101 in interlacing. At this time, the arrangement of the second reinforcing rib 1101 can increase the energy absorption capacity of the longitudinal beam inner plate 11 in a collision, and the arrangement of the second collapsing rib 1102 is conducive to inducing the energy absorption of the collapsing of the longitudinal beam inner plate 11, thereby enhancing the energy absorption capacity of the front engine compartment longitudinal beam 1 and being conducive to inducing the energy absorption of the collapsing.

[0068] In specific implementation, the second reinforcing rib 1101 extends along the front-rear direction of the whole vehicle, and the second collapsing rib 1102 is three second collapsing ribs arranged at intervals, each of which extends along the up-down direction of the whole vehicle. Among them, the front second collapsing rib 1102 and the middle second collapsing rib 1102 are connected with the second reinforcing rib 1101.

[0069] It can be understood that, in addition to the three provided above, the second contraction rib 1102 can also be provided as two, four or more. Furthermore, among the multiple second contraction ribs 1102, some of the second contraction ribs 1102 are interwoven with the second reinforcing rib 1101, or all of the second contraction ribs 1102 are interwoven with the second reinforcing rib 1101.

[0070] In some feasible embodiments, as a preferred implementation, in this embodiment, a reinforcing structure is provided at the root position of the rear end of the outer longitudinal beam 12 and at the root position of the rear end of the inner longitudinal beam 11. The reinforcing structure includes a protrusion 124 extending along the longitudinal direction of the vehicle, the protrusion 124 extending rearward to the end at the root position, and is composed of multiple protrusions spaced apart in the vertical direction of the vehicle.

[0071] In terms of specific structure, Figure 1 and Figure 6 The following example illustrates the reinforcement structure installed at the root of the longitudinal beam outer plate 12. Viewed from the front-rear direction of the vehicle, the root of the rear end of the longitudinal beam outer plate 12 gradually slopes outwards towards the vehicle body, forming a reinforcement structure at the root. Specifically, this includes multiple protrusions 124 extending along the front-rear direction of the vehicle, spaced apart in the vertical direction. Each protrusion 124 extends rearward to the rear end of the front engine compartment longitudinal beam, i.e., the end of the aforementioned root position. The installation of the protrusions 124 not only enhances the structural strength and rigidity of the root of the front engine compartment longitudinal beam 1, but also helps to ensure that the root of the front engine compartment longitudinal beam 1 does not deform, thus improving the stability of the passenger compartment.

[0072] It should be noted that the root position of the inner plate 11 of the longitudinal beam and the reinforcing structure thereon are the same as the root position and the reinforcing structure of the outer plate 12 of the longitudinal beam. For details, please refer to the design of the outer plate 12 of the longitudinal beam.

[0073] Depend on Figure 7 , Figure 8 and combined Figure 1 As shown, in this embodiment, a first reinforcing plate 111 connected to the inner plate 11 of the longitudinal beam is also provided inside the longitudinal beam cavity 10. The first reinforcing plate 111 extends along the longitudinal direction of the vehicle, and the cross-section of the first reinforcing plate 111 is "U"-shaped, forming a cavity 20 between it and the inner plate 11 of the longitudinal beam. At this time, the arrangement of the first reinforcing plate 111 and the cavity 20 is beneficial to improving the structural strength and rigidity of the front engine compartment longitudinal beam 1.

[0074] It is understandable that, in addition to the reinforcing structures being provided at the root position of the rear end of the outer plate 12 and the root position of the rear end of the inner plate 11, the reinforcing structure may also be provided only at the root position of the rear end of the outer plate 12 or only at the root position of the rear end of the inner plate 11.

[0075] As a preferred embodiment, in this embodiment, the first reinforcing plate 111 is provided with a third reinforcing rib 1111 extending along the front-rear direction of the vehicle. The third reinforcing rib 1111 provided on the first reinforcing plate 111 is conducive to increasing the energy absorption capacity of the first reinforcing plate 111 in a collision. Moreover, the first reinforcing plate 111 is also provided with a third collapse rib 1112 extending along the up-down direction of the vehicle. The third collapse rib 1112 is conducive to inducing the collapse energy absorption of the first reinforcing plate 111. At the same time, the third reinforcing rib 1111 and the third collapse rib 1112 are provided on the first reinforcing plate 111 to form different functional areas, which is conducive to improving the overall performance of the front engine compartment longitudinal beam 1.

[0076] It is worth mentioning that, in addition to being provided with the third reinforcing rib 1111 and the third collapse rib 1112 on the first reinforcing plate 111, it is also possible to only provide the third reinforcing rib 1111 on the first reinforcing plate 111, or only provide the third collapse rib 1112 on the first reinforcing plate 111, which is also acceptable.

[0077] On the basis of the first reinforcing plate 111, as shown in Figures 7 to 9 , the second reinforcing plate 112 is connected to the longitudinal beam inner plate 11. The second reinforcing plate 112 is located in the longitudinal beam cavity 10 and is arranged close to the root position of the rear end of the longitudinal beam inner plate 11, and the rear end of the first reinforcing plate 111 is overlapped on the second reinforcing plate 112. At this time, the second reinforcing plate 112 is connected to the first reinforcing plate 111 in an overlapping manner, so that the reinforcing structure in the longitudinal beam cavity 10 is relatively continuous, which is conducive to improving the overall structural strength of the front engine compartment longitudinal beam 1, and the second reinforcing plate 112 is arranged close to the root position of the rear end of the longitudinal beam inner plate 11, which can increase the structural strength of the root of the front engine compartment longitudinal beam 1 and prevent low-speed deformation.

[0078] At the same time, on the basis of the first reinforcing plate 111 and the second reinforcing plate 112, in this embodiment, the third reinforcing plate 113 is also provided at the front end of the front engine compartment longitudinal beam 1 and located in the longitudinal beam cavity 10. As shown in Figure 7 , Figure 8 and Figure 10 , the third reinforcing plate 113 is an annular structure arranged according to the cross-sectional shape of the longitudinal beam cavity 10 and is connected between the longitudinal beam inner plate 11 and the longitudinal beam outer plate 12. Such arrangement not only improves the connection reliability between the longitudinal beam inner plate 11 and the longitudinal beam outer plate 12, but also increases the structural strength of the front end of the front engine compartment longitudinal beam 1 and prevents low-speed deformation.

[0079] In addition, in this embodiment, as shown in Figure 11As shown, the rear section 6 of the engine compartment longitudinal beam extending rearward, the torsion box 7 located on the outer side, and the middle tunnel connecting plate 8 connected to the inner side of the rear section 6 of the engine compartment longitudinal beam are also arranged below the root of the front engine compartment longitudinal beam 1. The rear end of the rear section 6 of the engine compartment longitudinal beam is connected to the front floor longitudinal beam, the outer side of the torsion box 7 is connected to the rocker beam, and the middle tunnel connecting plate 8 is connected to the middle tunnel. At this time, the collision force transmitted to the front engine compartment longitudinal beam 1 can be transmitted to the front floor longitudinal beam, the rocker beam and the middle tunnel in three directions through the rear section 6 of the engine compartment longitudinal beam, the torsion box 7 and the middle tunnel connecting plate 8, thereby facilitating the dispersion of the collision force.

[0080] The front engine compartment longitudinal beam 1 of the embodiment is arranged by arranging the sub-frame mounting points below the area where the suspension mounting points 2 are located, so that the suspension mounting points 2 and the sub-frame mounting points are relatively concentrated in position, which is beneficial to the deformation and energy absorption of other positions of the front engine compartment longitudinal beam 1 in vehicle collision, thereby helping to improve the vehicle collision safety performance.

[0081] Embodiment two

[0082] The embodiment relates to a vehicle provided with the front engine compartment longitudinal beam 1 described in embodiment one.

[0083] The vehicle of the embodiment is arranged by adopting the front engine compartment longitudinal beam 1 of embodiment one, so that the positions of the mounting points not easy to deform on the front engine compartment longitudinal beam 1 are relatively concentrated, which is beneficial to the deformation and energy absorption of other positions of the front engine compartment longitudinal beam 1 in vehicle collision, thereby helping to improve the vehicle collision safety performance.

[0084] The above only describes the preferred embodiments of the utility model, and does not limit the utility model, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A front engine bay longitudinal beam, characterized in that: a top portion of the front engine bay longitudinal beam (1) is provided with suspension mounting points (2) for mounting a power assembly suspension, and a bottom portion of the front engine bay longitudinal beam (1) is provided with a subframe middle mounting point (3) for fixed mounting of a middle portion of a front subframe; the suspension mounting points (2) are arranged in a plurality of intervals along a front-rear direction of the vehicle, and the subframe middle mounting point (3) is located below a region of the plurality of suspension mounting points (2) from a left-right direction of the vehicle. 2.The front engine bay longitudinal beam according to claim 1, characterized in that: the front engine bay longitudinal beam (1) comprises a longitudinal beam inner plate (11) and a longitudinal beam outer plate (12) connected together along a left-right direction of the vehicle, and a longitudinal beam cavity (10) is formed between the longitudinal beam inner plate (11) and the longitudinal beam outer plate (12). 3.The front engine bay longitudinal beam according to claim 2, characterized in that: the longitudinal beam outer plate (12) is provided with a first recess (121) for avoiding a tire, and the first recess (121) is provided with a first reinforcing rib (1211) extending along a front-rear direction of the vehicle; and / or, the longitudinal beam outer plate (12) is provided with a first collapse rib (122) extending along an up-down direction of the vehicle; and / or, the longitudinal beam outer plate (12) is provided with a second recess (123) for avoiding an air spring. 4.The front engine bay longitudinal beam according to claim 2, characterized in that: the longitudinal beam inner plate (11) is provided with a second reinforcing rib (1101) extending along a front-rear direction of the vehicle, and a plurality of second collapse ribs (1102) extending along an up-down direction of the vehicle are arranged on the longitudinal beam inner plate (11); at least part of the second collapse ribs (1102) are connected to the second reinforcing rib (1101) in an interlaced manner. 5.The front engine bay longitudinal beam according to claim 2, characterized in that: a root position of a rear end of the longitudinal beam outer plate (12), and / or a root position of a rear end of the longitudinal beam inner plate (11) is provided with a reinforcing structure; the reinforcing structure comprises a convex (124) extending along a front-rear direction of the vehicle, the convex (124) extends to a rear end of the front engine bay longitudinal beam, and is arranged in a plurality of intervals along an up-down direction of the vehicle. 6.The front engine bay longitudinal beam according to claim 2, characterized in that: a first reinforcing plate (111) connected to the longitudinal beam inner plate (11) is arranged in the longitudinal beam cavity (10); the first reinforcing plate (111) extends along a front-rear direction of the vehicle, and a cross section of the first reinforcing plate (111) is in a "U” shape, and a cavity (20) is formed between the first reinforcing plate (111) and the longitudinal beam inner plate (11). 7.The front engine bay longitudinal beam according to claim 6, characterized in that: the first reinforcing plate (111) is provided with a third reinforcing rib (1111) extending along a front-rear direction of the vehicle; and / or, the first reinforcing plate (111) is provided with a third collapse rib (1112) extending along an up-down direction of the vehicle. 8.The front engine bay longitudinal beam according to claim 6, characterized in that: a second reinforcing plate (112) is connected to the longitudinal beam inner plate (11). The second reinforcing plate (112) is located inside the longitudinal beam cavity (10) and is positioned near the root of the rear end of the inner plate (11) of the longitudinal beam, and the rear end of the first reinforcing plate (111) overlaps the second reinforcing plate (112).

9. The forward engine compartment longitudinal beam according to any one of claims 2 to 8, characterized in that: The front end of the forward engine compartment longitudinal beam (1) is provided with a third reinforcing plate (113) located inside the longitudinal beam cavity (10); The third reinforcing plate (113) is a ring structure and is connected between the inner plate (11) of the longitudinal beam and the outer plate (12) of the longitudinal beam.

10. A vehicle, characterized in that: The vehicle is provided with a front engine compartment longitudinal beam (1) as described in any one of claims 1 to 9.

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