Cabin stiffening beam assembly and cabin framework

Abstract

The utility model relates to a cabin stiffening beam assembly and a cabin framework. The cabin stiffening beam assembly is suitable for being connected with a damping tower base and a gutter channel beam in a cabin and comprises a bridging cross beam, a first supporting rod and a second supporting rod, and the bridging cross beam, the first supporting rod and the second supporting rod are independent split parts. The bridging cross beam comprises a cross beam body and connecting bases connected to the two opposite ends of the cross beam body, the connecting bases are metal castings, the connecting bases at the two ends are used for connecting two damping tower bases, one end of each of the first supporting rod and the second supporting rod is connected to the cross beam body, and the other end of each of the first supporting rod and the second supporting rod is connected to the gutter channel beam. The first supporting rods and the second supporting rods are arranged between the cross beam body and the gutter channel beam in a splayed mode. According to the cabin stiffening beam assembly provided by the utility model, the bending and torsional rigidity of a vehicle can be remarkably improved. The cabin framework provided by the invention comprises the cabin stiffening beam assembly.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a cabin reinforcing beam assembly and a cabin framework. BACKGROUND

[0002] The cabin framework is an important component of the vehicle framework, and has an important influence on the safety and handling performance of the vehicle. At present, in the development process of new energy vehicles, in order to improve the stability of the vehicle handling, some reinforcing structures are added to the cabin framework. The common reinforcing method at present is to increase the cabin cross beam to connect the shock towers to improve the bending and torsional stiffness of the vehicle. However, the cabin cross beam used in the prior art is usually a single cross beam, and only connects the shock towers, and the reinforcing effect is not obvious, and the bending and torsional stiffness of the vehicle cannot be efficiently improved.

[0003] In view of this, it is necessary to propose a new technical scheme to overcome the deficiencies in the prior art. CONTENT OF THE INVENTION

[0004] Based on this, the present application provides a cabin reinforcing beam assembly and a cabin framework, which can significantly improve the bending and torsional stiffness of the vehicle.

[0005] To this end, the present application adopts the following technical scheme: a cabin reinforcing beam assembly adapted to connect a shock tower seat and a water channel beam in a cabin, the cabin reinforcing beam assembly comprising a cross bridge, a first support rod and a second support rod, the cross bridge, the first support rod and the second support rod being mutually independent and separate parts, the cross bridge comprising a bridge main body and connecting seats connected to opposite ends of the bridge main body, the connecting seats being metal castings, the connecting seats on the two ends being used to connect two shock tower seats, the first support rod and the second support rod being connected to the bridge main body at one end and being used to connect to the water channel beam at the other end, and the first support rod and the second support rod being arranged in an eight-shaped manner between the bridge main body and the water channel beam.

[0006] In some embodiments, the bridge main body is an aluminum alloy profile, the connecting seat is a cast aluminum part, and the connecting seat is welded and fixed with the bridge main body.

[0007] In some embodiments, the connecting seat is provided with a plurality of fastening holes, and at least one fastening hole is provided with a slotted side wall.

[0008] In some embodiments, the connecting seat comprises a mounting portion capable of abutting against the shock tower seat, a welding portion welded with the bridge main body, and a transition portion connected between the mounting portion and the welding portion, wherein the mounting portion and the welding portion have a height difference, and the transition portion is inclinedly connected between the mounting portion and the welding portion.

[0009] In some embodiments, reinforcing inclined ribs are arranged on the transition portion.

[0010] In some embodiments, weight-reducing cavities are arranged on the mounting portion.

[0011] In some embodiments, the first support rod and the second support rod each comprise a rod body, a first mounting seat connected to one end of the rod body, and a second mounting seat connected to the other end of the rod body, the first mounting seat being connected to the beam body, and the second mounting seat being used to be connected to the water channel beam.

[0012] In some embodiments, the first mounting seat is provided with a mounting hole and a sleeve surrounding the mounting hole, and the beam body is provided with a pull-rivet nut corresponding to the mounting hole.

[0013] In some embodiments, the rod body is an aluminum alloy pipe or profile, and the first mounting seat and the second mounting seat are cast aluminum parts, and the first mounting seat and the second mounting seat are each welded and fixed to the rod body.

[0014] The application also adopts the following technical solution: a machine cabin framework, comprising a water channel beam, two shock-absorbing tower seats, and a machine cabin reinforcing beam assembly as described above, two ends of the cross beam being connected to the two shock-absorbing tower seats, and the first support rod and the second support rod being connected between the water channel beam and the cross beam.

[0015] The machine cabin reinforcing beam assembly provided by the application comprises a cross beam, a first support rod, and a second support rod, the cross beam, the first support rod, and the second support rod being mutually independent and separate parts, the cross beam comprising a beam body and connecting seats connected to opposite ends of the beam body, the connecting seats being metal cast parts, the connecting seats at the two ends being used to connect two shock-absorbing tower seats, the first support rod and the second support rod each being connected to the beam body at one end and being used to be connected to the water channel beam at the other end, and the first support rod and the second support rod being arranged in an eight-shaped manner between the beam body and the water channel beam, which can significantly improve the bending and torsional stiffness of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0017] Figure 1 It is a perspective view of an embodiment of the machine cabin framework of the application.

[0018] Figure 2 A perspective assembly view of one embodiment of the nacelle stiffening beam assembly of the present application.

[0019] Figure 3 An exploded perspective view of one embodiment of the nacelle stiffening beam assembly of the present application.

[0020] Figure 4 A perspective view of the connection seat of one embodiment of the nacelle stiffening beam assembly of the present application.

[0021] Figure 5 A perspective view of the connection seat of one embodiment of the nacelle stiffening beam assembly of the present application.

[0022] Figure 6 A perspective view of the connection seat and the shock tower seat connection of one embodiment of the nacelle stiffening beam assembly of the present application.

[0023] Figure 7 A perspective view of the second support rod of one embodiment of the nacelle stiffening beam assembly of the present application.

[0024] The component reference numbers are as follows:

[0025] 1, cross beam; 11, beam body; 111, pull-rivet nut; 12, connection seat; 121, mounting portion; 1210, weight-reducing cavity; 1211, fastening hole; 1212, slotted fastening hole; 122, welding portion; 123, transition portion; 124, reinforcing diagonal rib; 2, first support rod; 3, second support rod; 30, welding area; 31, rod body; 32, first mounting seat; 320, mounting hole; 321, sleeve; 33, second mounting seat; 4, water channel beam; 5, shock tower seat; 9, fastener; 10, bolt. DETAILED DESCRIPTION

[0026] In order to make the above objectives, features and advantages of the present application more apparent, specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. It will be apparent, however, to one skilled in the art that the present application can be practiced without using some or all of these specific details. In other instances, well-known process steps have not been described in detail in order to avoid obscuring the present application.

[0027] It is to be understood that when a component is referred to as being "on" or "disposed on" another component, it can be directly on the other component or intervening components can also be present. When a component is referred to as being "connected" to another component, it can be directly connected to the other component, or intervening components can be present. The terms "vertical", "horizontal", "upper", "lower", "left", "right", and similar terms as used in this description are merely used for convenience and are not intended to be limiting as to the position of the components.

[0028] In addition, the terms "first", "second", and the like, do not denote any order, quantity, or importance, but rather are used to identify individual features. Thus, a feature described as "first" can imply or be understood to imply that there is at least one such feature. The meaning of "a", "an", and "the" included in the description should be interpreted as meaning "at least one" or "one or more". Where the term "plurality" is used in the description, this means two or more, for example, two, three, etc.

[0029] In this description and in the claims, a first feature being "on", "under", or "underneath" a second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature via one or more intermediate media. Also, a first feature being "over", "above", or "on top of" a second feature can mean that the first feature is directly above or obliquely above the second feature, or that the first feature is merely horizontally higher than the second feature. A first feature being "under", "below", or "underneath" a second feature can mean that the first feature is directly below or obliquely below the second feature, or that the first feature is merely horizontally lower than the second feature.

[0030] Unless otherwise defined, all technical and scientific terms used in the specification have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. All publications, patent applications, patents, and other references mentioned in this specification are herein incorporated by reference in their entirety for the purpose of describing and disclosing, for example, the compositions and methodologies which are described in such publications, which describe and disclose

[0031] See Figures 1 to 7 As shown, the present application provides a nacelle stiffening beam assembly. The nacelle stiffening beam assembly is adapted to be connected with a shock tower seat 5 and a flow slot beam 4 within a nacelle to form a stable support structure.

[0032] The cabin reinforcing beam assembly comprises a cross beam 1, a first support rod 2 and a second support rod 3. The cross beam 1, the first support rod 2 and the second support rod 3 are independent parts. The cross beam 1 comprises a beam body 11 and connecting seats 12 connected to opposite ends of the beam body 11. The connecting seats 12 are metal castings, and the connecting seats 12 at the two ends are used to connect two shock tower seats 5. The first support rod 2 and the second support rod 3 are connected to the beam body 11 at one end and to the water channel beam 4 at the other end. Moreover, the first support rod 2 and the second support rod 3 are arranged in a spreader shape between the beam body 11 and the water channel beam 4.

[0033] The cabin reinforcing beam assembly provided by the present application has the first support rod 2 and the second support rod 3 arranged in a spreader shape, one end of which is fixedly connected to the cross beam 1, and the other end of which is fixedly connected to the water channel beam 4. Such a structure can support the cabin framework in the front, rear, left and right directions of the vehicle, and can significantly improve the bending and torsional rigidity of the vehicle. In the embodiment, the first support rod 2 and the second support rod 3 are arranged in a right spreader shape, i.e., one end of which is relatively closer to the water channel beam 4, and the other end of which is relatively farther away from the cross beam 1. In other embodiments, the first support rod 2 and the second support rod 3 can also be arranged in a left spreader shape, i.e., one end of which is relatively farther away from the water channel beam 4, and the other end of which is relatively closer to the cross beam 1.

[0034] Please refer to Figure 2 and Figure 3 In the embodiment, the beam body 11 is an aluminum alloy profile, specifically a square aluminum alloy profile. The connecting seats 12 are aluminum castings, and the connecting seats 12 are fixedly welded to the beam body 11. In the embodiment, the beam body 11 is made of an aluminum alloy profile, which has the advantages of light weight, high strength and high rigidity, and helps to enhance the handling stability and safety of the vehicle without significantly increasing the weight of the vehicle. The connecting seats 12 are made of aluminum alloy castings, which are easy to manufacture into shapes suitable for installation to meet the requirements of stable installation with the shock tower seats 5. The two connecting seats 12 at the two ends of the beam body 11 are fixedly welded to the beam body 11 to form the cross beam 1. The connecting seats 12 and the beam body 11 are fixed by aluminum arc welding, specifically, for example, tungsten inert gas welding (TIG welding) or metal inert gas welding (MIG welding). The aluminum arc welding technology is a prior art, and will not be described here.

[0035] Please refer to Figures 4 to 6As shown, in this embodiment, the connecting seat 12 includes a mounting portion 121 that can abut against the shock-absorbing tower base 5, a welding portion 122 that can be welded to the crossbeam body 11, and a transition portion 123 connecting the mounting portion 121 and the welding portion 122. The mounting portion 121 and the welding portion 122 have a height difference, and the transition portion 123 is inclinedly connected between the mounting portion 121 and the welding portion 122. A reinforcing diagonal rib 124 is provided on the transition portion 123. The structural strength of the connecting seat 12 can be increased by providing the reinforcing diagonal rib 124. Please refer to... Figure 5 As shown, the mounting portion 121 is provided with a plurality of weight-reducing cavities 1210. In this embodiment, the weight-reducing cavities 1210 are located on the back side of the mounting portion 121, that is, on the side of the mounting portion 121 that is in contact with the shock-absorbing tower base 5. The plurality of weight-reducing cavities 1210 have cavity walls that serve as connections and supports, ensuring that the presence of the weight-reducing cavities 1210 does not adversely affect the structural strength of the mounting portion 121. By providing the weight-reducing cavities 1210, the weight of the connecting seat 12 can be reduced, achieving lightweighting. Since the connecting seat 12 in this embodiment is cast, compared to extruded profiles, its complex structure, including the mounting portion 121, welding portion 122, transition portion 123, reinforcing ribs 124, and weight-reducing cavities 1210, can be easily formed.

[0036] Please see Figure 4 As shown, the connecting seat 12 is provided with a plurality of fastening holes 1211, wherein at least one fastening hole 1211 has a groove on its peripheral sidewall, forming a grooved fastening hole 1212. The groove connects to the edge of the mounting part 121, that is, the circumferential direction of the grooved fastening hole 1212 is not closed, but has a notch. The grooved fastening hole 1212 can effectively release the stress at the fastening point and prevent the fastening point from failing. In this embodiment, the connecting seat 12 is provided with one ungrooved fastening hole 1211 and one grooved fastening hole 1212, and a fastener 9 is used to pass through the fastening hole 1211 and the grooved fastening hole 1212 and lock it onto the shock absorber tower base 5. In this embodiment, the fastener 9 is a screw, rivet or other connecting member.

[0037] The above text combined Figures 4 to 6 The specific structure of the connecting seat 12 at one end of the main body 11 of the crossbeam is described in detail. The connecting seat 12 at the other end of the main body 11 of the crossbeam has a symmetrical structure, as can be clearly seen from the above description, and will not be repeated here. In other embodiments, the two connecting seats 12 at both ends of the main body 11 of the crossbeam can also be set to the same structure.

[0038] Please see Figure 3 and Figure 7As shown, the first support rod 2 and the second support rod 3 each include a rod body 31, a first mounting seat 32 connected to one end of the rod body 31, and a second mounting seat 33 connected to the other end of the rod body 31, the first mounting seat 32 is connected to the cross beam body 11, and the second mounting seat 33 is used to be connected to the gutter beam 4. In the embodiment, the first mounting seat 32 is provided with a mounting hole 320 and a sleeve 321 around the mounting hole 320, and the cross beam body 11 is provided with a pull rivet nut 111 corresponding to the mounting hole 320. The first mounting seat 32 is fixed with the cross beam body 11 by locking the bolt 10 through the mounting hole 320 and the pull rivet nut 111. Due to the provision of the sleeve 321, the nut of the bolt 10 is accommodated in the sleeve 321 and is not exposed. In the embodiment, the first support rod 2 and the second support rod 3 are both connected to the cross beam body 11, and the force transmitted to the cross beam body 11 can be dispersedly transmitted along the axial direction of the cross beam body 11, and the cross beam body 11 is made of aluminum alloy profile and has high strength in the axial direction, so that the entire cabin stiffening beam assembly has excellent strength.

[0039] Please continue to refer to Figure 7 As shown, in the embodiment, the rod body 31 is an aluminum alloy pipe or profile, the first mounting seat 32 and the second mounting seat 33 are aluminum castings, the first mounting seat 32 and the second mounting seat 33 are both welded and fixed with the rod body 31, and the rod body 31 has a welding area 30 between the first mounting seat 32 and the second mounting seat 33. In the embodiment, the rod body 31 is made of aluminum alloy pipe, which has the advantages of light weight, high strength and high rigidity, and helps to enhance the handling stability and safety of the automobile without excessively increasing the weight of the automobile. The first mounting seat 32 and the second mounting seat 33 are made of aluminum alloy castings, which are easy to manufacture into shapes suitable for installation to meet the requirements of stable installation with the cross beam body 11 and the gutter beam 4. The first mounting seat 32 and the second mounting seat 33 are welded and fixed together with the rod body 31 at both ends of the rod body 31. The first mounting seat 32, the second mounting seat 33 and the rod body 31 are fixed by aluminum arc welding, for example, tungsten argon arc welding (TIG welding) or flux-cored arc welding (MIG welding) can be used. The aluminum arc welding technology is prior art, and this application will not be described here.

[0040] The above is combined with Figure 7 The specific structure of the second support rod 3 is described in detail. The first support rod 2 and the second support rod 3 are symmetrical structures, and their structures can be clearly understood by referring to the above, which will not be described here.

[0041] Please refer again to Figure 1As shown, the application also provides a cabin framework, which comprises a water channel beam 4, two damping tower seats 5 and a cabin reinforcing beam assembly as described above, two ends of the cross beam 1 are connected to the two damping tower seats 5, and the first support rod 2 and the second support rod 3 are connected between the water channel beam 4 and the cross beam 1.

[0042] The cabin reinforcing beam assembly provided by the application comprises a cross beam 1, a first support rod 2 and a second support rod 3, the cross beam 1, the first support rod 2 and the second support rod 3 are independent parts, the cross beam 1 comprises a beam body 11 and a connecting seat 12 connected to opposite ends of the beam body 11, the connecting seat 12 is a metal casting, the connecting seats 12 at two ends are used to connect two damping tower seats 5, one end of the first support rod 2 and the second support rod 3 is connected to the beam body 11, and the other end is used to be connected to the water channel beam 4, and the first support rod 2 and the second support rod 3 are arranged in an eight-shaped manner between the beam body 11 and the water channel beam 4, which can significantly improve the bending stiffness of the vehicle.

[0043] The technical features of the above-mentioned embodiments can be combined in any manner. In order to make the description simple, all possible combinations of the technical features in the above-mentioned embodiments are not described, however, as long as the combinations of the technical features do not contradict, they should be considered as the scope of the present application.

[0044] The above-mentioned embodiments only express several implementation manners of the application, and the description is more specific and detailed, but it should not be understood as a limitation on the patent scope of the application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the application, several modifications and improvements can be made, which are all within the protection scope of the application. Therefore, the patent protection scope of the application should be subject to the appended claims.

Claims

1. A nacelle stiffener assembly adapted to connect a shock tower mount and a flowbar beam within a nacelle, characterized by, The cabin reinforcing beam assembly comprises a cross beam, a first support rod and a second support rod, the cross beam, the first support rod and the second support rod are independent parts, the cross beam comprises a beam body and connecting seats connected to opposite ends of the beam body, the connecting seats are metal castings, the connecting seats at the two ends are used for connecting two damping tower seats, one end of the first support rod and the second support rod is connected to the beam body, the other end is used for connecting to the water channel beam, and the first support rod and the second support rod are arranged in an eight-shaped manner between the beam body and the water channel beam.

2. The cabin reinforcement beam assembly of claim 1, wherein, The beam body is an aluminum alloy profile, the connecting seat is an aluminum casting, and the connecting seat is welded and fixed with the beam body.

3. The cabin reinforcement beam assembly of claim 1, wherein, The connecting seat is provided with a plurality of fastening holes, and at least one fastening hole is provided with a slotted side wall.

4. The cabin reinforcement beam assembly of claim 2, wherein, The connecting seat comprises a mounting portion capable of abutting against the damping tower seat, a welding portion welded with the beam body, and a transition portion connected between the mounting portion and the welding portion, wherein the mounting portion and the welding portion have a height difference, and the transition portion is inclinedly connected between the mounting portion and the welding portion.

5. The nacelle beam reinforcement assembly of claim 4, wherein, The transition portion is provided with a reinforcing inclined rib.

6. The cabin reinforcement beam assembly of claim 4, wherein, The mounting portion is provided with a plurality of weight reduction cavities.

7. The cabin reinforcement beam assembly of claim 1, wherein, The first support rod and the second support rod respectively comprise a rod body, a first mounting seat connected to one end of the rod body and a second mounting seat connected to the other end of the rod body, the first mounting seat is connected to the beam body, and the second mounting seat is used to connect to the water channel beam.

8. The cabin reinforcement beam assembly of claim 7, wherein, The first mounting seat is provided with a mounting hole and a sleeve around the mounting hole, and the beam body is provided with a pull rivet nut corresponding to the mounting hole.

9. The cabin reinforcement beam assembly of claim 7, wherein, The rod body is an aluminum alloy pipe or profile, the first mounting seat and the second mounting seat are aluminum castings, and the first mounting seat and the second mounting seat are welded and fixed with the rod body.

10. A cabin framework, characterized by, The cabin framework comprises a water channel beam, two damping tower seats and the cabin reinforcing beam assembly according to any one of claims 1 to 9, two ends of the cross beam are connected to the two damping tower seats, and the first support rod and the second support rod are connected between the water channel beam and the cross beam.

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