Front cabin side structure and vehicle

Abstract

The utility model relates to the technical field of vehicle bodies, and provides a front cabin side structure and a vehicle. The side structure of the front cabin comprises an integrally-formed structure body, wherein a longitudinal beam part used for forming a longitudinal beam of the cabin, a boundary beam part used for forming an upper boundary beam of the cabin and a wheel cover plate part used for forming a front wheel cover plate are formed on the structure body. Wherein the front ends of the longitudinal beam part and the edge beam part are connected together, the wheel cover plate part is connected between the longitudinal beam part and the edge beam part, and part of the wheel cover plate part protrudes upwards to form a front damping tower. Through the integrated design of the side structure of the front cabin, the number of parts of the front cabin can be reduced, and the collision safety of the whole vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of vehicle body, especially relates to a front engine compartment side structure and vehicle. BACKGROUND

[0002] In the related art, the front engine compartment position in the existing vehicle body, especially the various components at the front engine compartment side position, such as the engine compartment longitudinal beam, the engine compartment upper side beam and the front wheel cover plate, etc., are all in the traditional way of adopting the stamping sheet metal tailor-welded structure. This makes the front engine compartment side position usually contain 20-30, or even more, stamping sheet metal components, and the excessive number of components not only needs to occupy a large amount of production site, but also occupies more labor, and makes the vehicle production efficiency low, which is not conducive to the reduction of vehicle manufacturing cost.

[0003] In addition, due to the adoption of the stamping sheet metal tailor-welded structure, the structural connection strength and the overall rigidity of the front engine compartment side are low, and the connection part is prone to failure when the vehicle collides, so that the collision force cannot be well transmitted and dispersed, thereby not conducive to the improvement of the overall vehicle collision safety. SUMMARY

[0004] Therefore, the utility model aims at providing a front engine compartment side structure to help reduce the number of front engine compartment components and improve the overall vehicle collision safety.

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

[0006] A front engine compartment side structure, comprising an integrally formed structure body;

[0007] The structure body is formed with a longitudinal beam part for constituting an engine compartment longitudinal beam, a side beam part for constituting an engine compartment upper side beam, and a wheel cover plate part for constituting a front wheel cover plate;

[0008] The front ends of the longitudinal beam part and the side beam part are connected together, the wheel cover plate part is connected between the longitudinal beam part and the side beam part, and part of the wheel cover plate part is formed as a front shock tower.

[0009] Further, the end portions of the front ends of the longitudinal beam part and the side beam part are coplanarly arranged, and an end face arranged vertically is formed at the end portion of the front end of the structure body.

[0010] Further, from the overall vehicle up-down direction, the front part of the side beam part is gradually curved to the inside of the vehicle on the left-right direction of the vehicle from back to front;

[0011] Among them, the front part of the side beam part is the part of the side beam part located on the front side of the front shock tower.

[0012] Further, the longitudinal beam part is formed with a longitudinal beam reinforcing rib, and / or the side beam part is formed with a side beam reinforcing rib, and / or the wheel cover plate part is formed with a wheel cover plate reinforcing rib;

[0013] The longitudinal beam reinforcing rib, the side beam reinforcing rib and the wheel cover plate reinforcing rib are all rib body structures formed directly along the left-right direction of the whole vehicle.

[0014] Further, the top of the front shock tower is formed with a shock absorber mounting platform;

[0015] The lower surface of the shock absorber mounting platform is a smooth plane, the upper surface of the shock absorber mounting platform is formed with the wheel cover plate reinforcing rib, and the front shock absorber mounting point is arranged on the wheel cover plate reinforcing rib.

[0016] Further, at least part of the longitudinal beam reinforcing rib is arranged in a cross shape or a honeycomb shape, and at least part of the side beam reinforcing rib is arranged in a W shape;

[0017] The front end of the longitudinal beam part is provided with the longitudinal beam reinforcing rib, the front end of the side beam part is provided with the side beam reinforcing rib, and the longitudinal beam reinforcing rib at the front end of the longitudinal beam part is connected with the side beam reinforcing rib at the front end of the side beam part.

[0018] Further, the rear end of the structural body is connected with a connecting bracket made of sheet metal, and the connecting bracket is used for welding the structural body and the surrounding vehicle body structure.

[0019] Further, the bottom of the longitudinal beam part is integrally formed with a lower protruding front subframe mounting bracket, and the front subframe mounting point is arranged on the front subframe mounting bracket.

[0020] Further, the structural body is formed by die casting; and / or,

[0021] The structural body is made of aluminum alloy or magnesium alloy.

[0022] Compared with the prior art, the utility model has the following advantages:

[0023] The front engine compartment side structure is integrally formed by integrating the longitudinal beam part, the side beam part and the wheel cover plate part, the integrated design of the front engine compartment side structure also helps to reduce the number of front engine compartment parts, is beneficial to the forming preparation of the front engine compartment, reduces the manufacturing cost of the vehicle and improves the production efficiency of the vehicle, and the integrated design of the front engine compartment side structure and the connection of the front ends of the longitudinal beam part and the side beam part also increase the rigidity of the front end of the structural body, help to fully transmit the collision force to the engine compartment longitudinal beam and the engine compartment upper side beam during collision, and are beneficial to improving the safety of the whole vehicle collision.

[0024] Furthermore, by making the end portions of the front ends of the longitudinal beam portion and the side beam portion coplanar and jointly cut off at the end face arranged vertically, compared with the design that the front end of the side beam portion is retracted backward relative to the longitudinal beam portion, the step structure formed by the backward retraction of the front end of the side beam portion at the front end of the structural body can be prevented, the deformation and structural failure of the connecting position between the longitudinal beam portion and the side beam portion due to the formation of the step structure when the collision occurs can be avoided, the rigidity of the front end of the structural body is beneficial to be ensured, and the transmission effect of the collision force to the longitudinal beam portion and the side beam portion is ensured. The front part of the side beam portion is bent to the inboard side of the vehicle, which can guide the collision barrier to move in the outboard direction of the vehicle when the whole vehicle occurs small overlap collision, which helps to avoid the barrier extruding the A-pillar and the passenger compartment, and improves the safety of the passengers in the passenger compartment.

[0025] Secondly, the position forming reinforcing ribs of the longitudinal beam portion, the side beam portion and the wheel cover plate portion can increase the structural strength of each position of the structural body as needed, and at the same time, the reinforcing ribs are directly formed as rib structures along the left-right direction of the whole vehicle, which can realize separate Y-direction ejection when the structural body is pressure cast, and does not need X-direction and Z-direction ejection, which can reduce the tonnage of the ejection press to the greatest extent, and the product production can be realized by using a smaller tonnage press, which helps to reduce the manufacturing cost. The lower surface of the shock absorber mounting platform is a smooth plane, the upper surface of the shock absorber mounting platform is formed with a wheel cover plate reinforcing rib, and a shock absorber mounting point is arranged on the wheel cover plate reinforcing rib, which can ensure the structural strength of the front shock tower and the reliability of the front shock absorber mounting while realizing the Y-direction ejection of the structural body and facilitating the molding of the structural body.

[0026] Furthermore, the longitudinal beam reinforcing rib is in a cross shape or a honeycomb shape, which can meet the structural strengthening needs of the engine compartment longitudinal beam position with a larger cross-sectional size, and also facilitates to ensure the collapse energy absorption effect after the collision, the side beam reinforcing rib is in a W shape extension, which can meet the structural strengthening needs of the engine compartment upper side beam position with a smaller cross-sectional size, and can avoid the influence on the energy absorption effect due to the small compression space after the collision. The reinforcing ribs are arranged at the front ends of the longitudinal beam portion and the side beam portion respectively, and the reinforcing ribs at the front end positions of the two are connected, which can increase the structural strength of the front end position of the structural body, and at the same time, not only can ensure the connecting strength between the front ends of the engine compartment longitudinal beam and the engine compartment upper side beam, but also can form a ring-shaped rigid structure at the front engine compartment side after the structural body is connected with the rear vehicle body structure, which helps to improve the rigidity of the front part of the vehicle body and improve the filtering effect on the road excitation.

[0027] Furthermore, by designing a connecting bracket at the rear end of the structural body that is welded to the surrounding body structure, the impact on the vehicle production line can be reduced during the die-casting of the structural body. This allows for co-production with the steel welded body frame production line, helping to reduce overall vehicle production costs. The front subframe mounting bracket is integrally formed on the longitudinal beam. Compared to the separate, welded sheet metal mounting structure, this increases the rigidity of the front subframe mounting position, improves the filtering effect of road excitation, and enhances the overall vehicle NVH performance. Die-casting the structural body facilitates its forming, helps ensure its structural strength, and reduces manufacturing costs. Using aluminum or magnesium alloys for the structural body allows for weight reduction while maintaining structural performance, thus contributing to the lightweight design of the entire vehicle.

[0028] Another objective of this invention is to provide a vehicle having a front engine compartment side structure as described above.

[0029] The vehicle described in this utility model, by setting the aforementioned front engine compartment side structure, helps to reduce the number of front engine compartment parts, facilitates the molding and preparation of the front engine compartment, and helps to reduce vehicle manufacturing costs and improve production efficiency. At the same time, it also helps to fully transmit the collision force to the engine compartment longitudinal beam and the upper side beam of the engine compartment during a collision, which helps to improve the overall vehicle collision safety and has good practicality. Attached Figure Description

[0030] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0031] Figure 1 This is a schematic diagram showing the arrangement of the front engine compartment side structure in the front engine compartment according to an embodiment of the present invention;

[0032] Figure 2 for Figure 1 Top view of the structure shown;

[0033] Figure 3 This is a schematic diagram of the structure of the main body described in an embodiment of the present utility model;

[0034] Figure 4 This is a schematic diagram of the structure body from the rear view according to an embodiment of the present utility model;

[0035] Figure 5 This is a schematic diagram of the lower surface of the shock absorber mounting platform according to an embodiment of the present utility model;

[0036] Figure 6 This is a schematic diagram of the structure body from the outside of the embodiment of this utility model;

[0037] Figure 7 The structural schematic view of the connecting support;

[0038] Explanation of reference signs:

[0039] 1, structure body; 2, energy absorption box; 3, front anti-collision beam; 4, connecting support; 5, cabin longitudinal beam rear section; 6, door sill beam; 7, front wall reinforcement beam;

[0040] 101, longitudinal beam part; 101a, longitudinal beam reinforcing rib; 102, side beam part; 102a, side beam reinforcing rib; 103, wheel cover plate part; 1031, front shock tower; 103a, wheel cover plate reinforcing rib; 1031a, shock absorber mounting platform; 104, front subframe mounting support

[0041] s, end face. DETAILED DESCRIPTION

[0042] 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.

[0043] 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, a specific orientation and operation, 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.

[0044] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connecting", "connecting", "connecting member" should be understood broadly. For example, it can be fixedly connected, or it can be detachably connected, or 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 inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the present application can be understood in combination with the specific circumstances.

[0045] The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0046] Embodiment one

[0047] The present embodiment relates to a front cabin side structure which helps to reduce the number of parts of the front cabin and is beneficial to improve the collision safety of the whole vehicle.

[0048] In the current traditional vehicle body structure, the front engine compartment position located in the front part of the vehicle, especially the side part of the front engine compartment, is generally provided with engine compartment longitudinal beams, engine compartment upper edge beams and front wheel cover plates and other components. The engine compartment longitudinal beams, engine compartment upper edge beams and front wheel cover plates are usually made of stamping sheet metal and are spliced together, that is, during the preparation of the vehicle body, first, the components for forming the engine compartment longitudinal beams, engine compartment upper edge beams and front wheel cover plates are stamped out of sheet metal, then the components are spliced together by welding to form the engine compartment longitudinal beams, engine compartment upper edge beams or front wheel cover plates, and finally, the engine compartment longitudinal beams, engine compartment upper edge beams and front wheel cover plates are connected together by welding to form the assembly structure of the side part of the front engine compartment.

[0049] The existing production method of the side part of the front engine compartment usually contains 20-30 or even more stamping sheet metal components at the side part of the front engine compartment. At this time, the excessive number of components not only requires a large amount of production space, but also requires more labor, which reduces the production efficiency of the vehicle and is not conducive to reducing the manufacturing cost of the vehicle.

[0050] At the same time, due to the limited structural strength of the stamping sheet metal components and the limited connection strength of the welding method, the structure connection strength and overall rigidity of the side part of the front engine compartment are low when the stamping sheet metal splicing structure is used, and the connection between the components of the side part of the front engine compartment is prone to failure when the vehicle collides, such as a head-on collision or a side collision, which makes it difficult to disperse the collision force and is not conducive to improving the safety of the vehicle in a collision.

[0051] In view of the deficiencies of the existing structure of the side part of the front engine compartment, in the structure of the side part of the front engine compartment of the present embodiment, the structure of the side part of the front engine compartment is designed to be integrated, as shown in Figures 1 to 4 The structure body 1 is integrally formed with the longitudinal beam part 101, the edge beam part 102 and the wheel cover plate part 103. The front ends of the longitudinal beam part 101 and the edge beam part 102 are connected together, the wheel cover plate part 103 is connected between the longitudinal beam part 101 and the edge beam part 102, and part of the wheel cover plate part 103 is also formed with a front shock tower 1031.

[0052] At this time, as described above, by integrally forming the structure body 1 with the longitudinal beam part 101, the edge beam part 102 and the wheel cover plate part 103, the integrated design of the structure of the side part of the front engine compartment of the present embodiment helps to reduce the number of components of the front engine compartment, facilitates the formation and preparation of the front engine compartment, reduces the manufacturing cost of the vehicle and improves the production efficiency of the vehicle.

[0053] Meanwhile, by virtue of the integral design of the front engine compartment side structure and the connection of the front ends of the longitudinal beam portion 101 and the side beam portion 102, the embodiment can also increase the rigidity of the front engine compartment side, particularly the front end of the structural body 1, so as to help the collision force be fully transmitted and dispersed to the engine compartment longitudinal beam and the engine compartment upper side beam when the vehicle collides, so as to reduce the damage caused by the collision and improve the overall vehicle collision safety.

[0054] Based on the above overall introduction, specifically, since the left and right main structures in the front engine compartment of the vehicle are generally symmetrically arranged, the embodiment will be described by taking the structure of one side of the front engine compartment as an example.

[0055] In addition, as a preferred implementation form, the structural body 1 of the embodiment may, for example, be formed by die casting.

[0056] At this time, by die casting the structural body 1, it can be understood that, compared with the prior art of first forming a separate sheet metal by stamping and then forming by welding, the embodiment can facilitate the forming of the structural body 1. On the one hand, by alloying and heat treatment during the die casting process, it is obvious that the embodiment can make the structural body 1 have high strength and rigidity, which helps to ensure the structural strength of the structural body 1. On the other hand, by virtue of the high production efficiency of the die casting process, the embodiment is also conducive to further reducing the manufacturing cost of the vehicle.

[0057] In addition, based on the die casting of the structural body 1, it can be understood that, of course, compared with the sheet metal tailor-welded structure, the embodiment can also make the engine compartment longitudinal beam bottom and top formed by the longitudinal beam portion 101 have no welded edge structure, and thus the Z-direction (up-down direction of the vehicle) cross-sectional dimension of the engine compartment longitudinal beam is greatly increased compared with the sheet metal tailor-welded structure. The engine compartment longitudinal beam with large cross-sectional dimension can obtain a larger engine compartment longitudinal beam inner cavity, thereby being able to increase the collision energy absorption effect of the engine compartment longitudinal beam.

[0058] In the embodiment, as a preferred implementation form, particularly based on the die casting of the structural body 1, the structural body 1 may, for example, be made of aluminum alloy or magnesium alloy. In this way, by making the structural body 1 of aluminum alloy or magnesium alloy, the structural performance of the structural body can be ensured, and the weight of the structural body can be reduced, thereby facilitating the lightweight design of the overall vehicle.

[0059] In specific implementation, the aluminum alloy can be A356, and the magnesium alloy can be AZ91D. It can be understood that, in addition to the better structural strength of the formed structural body 1 and the light weight, the aluminum alloy or the magnesium alloy can also form an oxide film on the surface after pressure casting, so that the formed structural body 1 has better corrosion resistance, thereby further improving the overall quality of the front engine compartment side structure.

[0060] In the embodiment, the structural body 1 is still formed by Figure 3 As shown in FIG. 1, as a preferred implementation form, in addition to the connection of the longitudinal beam part 101 constituting the engine compartment longitudinal beam and the front end of the side beam part 102 constituting the engine compartment upper side beam, the end portions of the front ends of the longitudinal beam part 101 and the side beam part 102 are preferably arranged in the same plane, and the vertical end surface s is formed at the end of the front end of the structural body 1 by the coplanar arrangement of the end portions of the front ends of the longitudinal beam part 101 and the side beam part 102.

[0061] At this time, it can be understood that, by arranging the end portions of the front ends of the longitudinal beam part 101 and the side beam part 102 in the same plane and jointly cutting at the vertical end surface s, compared with the design that the front end of the engine compartment upper side beam is generally located behind the front end of the engine compartment longitudinal beam in the conventional front engine compartment structure, that is, the design that the front end of the side beam part 102 is retracted behind the longitudinal beam part 101, the embodiment can prevent the formation of a stepped structure at the front end of the structural body 1 due to the retraction of the front end of the side beam part 102, and thus can avoid the deformation and structural failure of the connection position between the longitudinal beam part 101 and the side beam part 102 due to the formation of the stepped structure, thereby facilitating the protection of the rigidity of the front end of the structural body 1 and ensuring the transmission effect of the collision force to the longitudinal beam part 101 and the side beam part 102 when the vehicle collides.

[0062] It is worth noting that, based on the coplanar arrangement of the end portions of the front ends of the longitudinal beam part 101 and the side beam part 102 and the formation of the vertical end surface s, the end surface s at the front end of the structural body 1 of the embodiment also constitutes a mounting surface for mounting the front crash beam assembly. In specific implementation, as shown in FIGS. 1, 2 and 3, the mounting surface s is formed by the coplanar arrangement of the end portions of the front ends of the longitudinal beam part 101 and the side beam part 102. Figure 1 Figure 2 As shown in FIGS. 1, 2 and 3, the energy absorption box 2 of the front crash beam assembly can be fixed to the end surface s by the connecting plate at one end thereof, and the front crash beam 3 of the front crash beam assembly is connected to the other end of the energy absorption box 2.

[0063] ​Obviously, by making the end portions of the front ends of the longitudinal beam portion 101 and the side beam portion 102 coplanar and forming the end face s, the present embodiment can also provide sufficient installation positions for the front crash beam assembly at the front end of the structural body 1. Thus, compared with the fact that the energy absorption box 2 is usually connected with the engine compartment longitudinal beam in an end-to-end manner in the prior vehicle, the sufficient position selection provided by the end face s can facilitate the installation design of the front crash beam assembly, thereby facilitating the development of the vehicle body.

[0064] In the present embodiment, as a preferred implementation form, still referring to Figure 2 from the perspective of the vehicle in the vertical direction, the front portion of the side beam portion 102 may, for example, be arranged to gradually bend to the inside of the vehicle in the left-right direction of the vehicle from rear to front.

[0065] The front portion of the side beam portion 102 is specifically the portion of the side beam portion 102 located on the front side of the front shock tower 1031, and by making the front portion of the side beam portion 102 bend to the inside of the vehicle, it can be understood that when the vehicle has a small overlap collision, the crash barrier can be guided to move in the outward direction of the vehicle under the guidance of the side beam portion 102 near the outside of the vehicle after contacting the side beam portion 102, so that the crash barrier avoids the A-pillar and the passenger compartment in the rear, which helps to avoid the barrier extruding the A-pillar and the passenger compartment, thereby improving the safety of the passengers in the passenger compartment.

[0066] In specific implementation, it should be pointed out that on the basis of the front portion of the side beam portion 102 being arranged to bend to the inside of the vehicle, the degree of bending of the front portion of the side beam portion 102 to the inside of the vehicle, i.e., its curvature, can be designed according to the modeling of the front portion of the vehicle, as long as it does not adversely affect the die casting forming of the structural body 1, can make the side beam portion 102 form the end face s together with the longitudinal beam portion 101, and can ensure the connection strength between the side beam portion 102 and the longitudinal beam portion 101.

[0067] In the present embodiment, as a preferred implementation form, based on the fact that the structural body 1 is a unitary structure, in particular, the structural body 1 can be formed by die casting, still from Figure 3 and Figure 4 and in combination with Figure 5 and Figure 6 shown, the longitudinal beam portion 101 in the structural body 1 may, for example, be formed with a longitudinal beam reinforcing rib 101a, the side beam portion 102 may, for example, be formed with a side beam reinforcing rib 102a, and the wheel cover plate portion 103 may, for example, be formed with a wheel cover plate reinforcing rib 103a. At the same time, preferably, the above-mentioned formed longitudinal beam reinforcing rib 101a, side beam reinforcing rib 102a, and wheel cover plate reinforcing rib 103a may, for example, all be rib structures formed directly in the left-right direction of the vehicle.

[0068] At this time, by forming the reinforcing ribs at the positions of the longitudinal beam portion 101, the side beam portion 102 and the wheel cover plate portion 103 in the structural body 1, it is obvious that the structural strength of the structural body 1 at each position can be increased as required to better ensure the use quality of the structural body 1. And by making the reinforcing ribs above be rib structures directly formed along the left-right direction of the vehicle, it can be understood that the structural body 1 can be individually molded out of the mold in the Y direction (the left-right direction of the vehicle) when pressure casting, and does not need to be molded out of the mold in the X direction (the front-rear direction of the vehicle) and the Z direction (the up-down direction of the vehicle), thereby the tonnage of the press machine for molding out of the mold can be reduced to the greatest extent when pressure casting, and a smaller tonnage press machine can be used to realize product production, thereby helping to reduce manufacturing costs.

[0069] More specifically, the reinforcing rib 101a of the longitudinal beam, the reinforcing rib 102a of the side beam and the reinforcing rib 103a of the wheel cover plate are all rib structures directly formed along the left-right direction of the vehicle, that is, each of the reinforcing ribs above is integrally arranged along the left-right direction of the vehicle (i.e., the Y direction), and no negative angle structure, ring-shaped rib structure or other structure that affects the molding direction of the press machine is arranged in these reinforcing ribs. In this way, since there is no negative angle structure (such as a groove at the root position of the rib structure) or ring-shaped rib structure, after the structural body 1 is pressure cast, the insert for forming the negative angle structure or the ring-shaped rib structure does not need to be first molded out of the mold in the X direction or the Z direction, but the mold can be directly opened in the Y direction to realize overall demolding.

[0070] In specific implementation, for the structural body 1 of the embodiment, by making each reinforcing rib thereon be a rib structure directly formed along the left-right direction of the vehicle, and thereby making the structural body 1 as a whole be directly demolded in the Y direction after pressure casting is completed. Therefore, the structural body 1 of the embodiment can generally use a 4400t press machine to realize product production, which undoubtedly can greatly reduce the energy consumption, shorten the casting time and reduce the equipment loss cost when pressure casting, thereby achieving the effect of reducing manufacturing costs.

[0071] In the embodiment, it is noted that on the basis that each reinforcing rib on the structural body 1 is a rib structure arranged along the left-right direction of the vehicle, i.e., along the Y direction, in order to ensure the reinforcing effect of the structural body 1 after the reinforcing ribs are arranged, for example, in the development process, the strength of each position on the structural body 1 can be analyzed by simulation, and then the width, thickness, length and arrangement position of the reinforcing ribs can be adjusted according to the simulation analysis result, so that each reinforcing rib can achieve the design effect.

[0072] Continuing as Figure 4 and Figure 5As shown in the figure, in the embodiment, a shock absorber mounting platform 1031a is formed on the top of the front shock tower 1031, which is used for mounting the front shock absorber. Meanwhile, as a preferred embodiment, the lower surface of the shock absorber mounting platform 1031a is a smooth plane, and the upper surface of the shock absorber mounting platform 1031a is provided with wheel cover plate reinforcing ribs 103a, and the front shock absorber mounting points are arranged on the wheel cover plate reinforcing ribs 103a on the upper surface of the shock absorber mounting platform 1031a.

[0073] In specific implementation, the front shock absorber mounting point is generally a mounting hole arranged on the wheel cover plate reinforcing rib 103a on the upper surface of the shock absorber mounting platform 1031a, and in order to realize stable mounting of the front shock absorber, the front shock absorber mounting point is preferably arranged in three, which are arranged on different wheel cover plate reinforcing ribs 103a and surround the through hole arranged on the shock absorber mounting platform 1031a.

[0074] By arranging the lower surface of the shock absorber mounting platform 1031a as a smooth plane, and arranging the wheel cover plate reinforcing ribs 103a on the upper surface of the shock absorber mounting platform 1031a, and arranging the shock absorber mounting points on the wheel cover plate reinforcing ribs 103a, it can be understood that, on the one hand, the smooth design of the lower surface of the shock absorber mounting platform 1031a can help realize the Y-direction demolding of the structural body 1, and facilitate the molding of the structural body 1. At the same time, while facilitating the molding of the structural body 1, the front shock absorber mounting points are arranged on the wheel cover plate reinforcing ribs 103a, which can also ensure the structural strength of the front shock tower, especially the reliability of the front shock absorber mounting.

[0075] In the embodiment, continuing to refer to Figure 5 and Figure 6 , as a preferred embodiment, part of the longitudinal beam reinforcing ribs 101a arranged on the longitudinal beam part 101 and part of the side beam reinforcing ribs 102a arranged on the side beam part 102 are arranged in a cross shape or a honeycomb shape, and part of the side beam reinforcing ribs 102a are arranged in a W shape.

[0076] At this point, since the longitudinal beams and upper side beams of the cabin are the main collision force transmission and energy absorption channels on the front side of the cabin, in this embodiment, the reinforcing ribs provided in the longitudinal beam portion 101 and the side beam portion 102, in addition to their structural reinforcement function, also serve as force transmission paths and energy absorption structures in the collision force transmission and energy absorption channels. Therefore, it is understandable that making the longitudinal beam reinforcing ribs 101a cross-shaped or honeycomb-shaped can meet the structural reinforcement requirements of the cabin longitudinal beam position with a large cross-sectional size, while also ensuring the collapse and energy absorption effect after a collision. Making the side beam reinforcing ribs 102a extend in a W-shape can similarly meet the structural reinforcement requirements of the cabin upper side beam position with a smaller cross-sectional size, while also avoiding the impact on the energy absorption effect of the cabin upper side beam due to the small compression space after a collision.

[0077] It should be noted that, regarding the aforementioned cross-shaped, honeycomb-shaped, or W-shaped extension design of the reinforcing ribs, the selection in specific implementation can generally be based on the cross-sectional dimensions of the longitudinal beam 101 and the side beam 102. As a recommended configuration, for example, a W-shaped extension reinforcing rib structure can be used when the cross-sectional dimension is less than 100mm, while a cross-shaped or honeycomb reinforcing rib structure can be used when the cross-sectional dimension is greater than 100mm.

[0078] Furthermore, it should be noted that in the edge beam portion 102 of this embodiment, in addition to allowing some edge beam reinforcing ribs 102a to extend in a W-shape (mainly located at the front of the edge beam portion 102), of course, referring to... Figure 5 and Figure 6 As shown, taking the rear part of the side beam 102 as an example, depending on the cross-sectional dimensions of the side beam 102, if the cross-sectional dimensions of the side beam 102 are much smaller than 100mm (such as the part of the side beam 102 corresponding to the front shock absorber tower 1031), or depending on the setting position of the side beam stiffener 102a on the side beam 102 (for example, located at the rear end of the side beam 102), the side beam stiffener 102a may not be a W-shaped extension, but may adopt other structural forms.

[0079] In specific implementation, the above-mentioned other structural forms can be, for example, such that the side beam stiffener 102a is a vertical stiffener arranged along the vertical direction of the whole vehicle.

[0080] In addition, besides the side beam reinforcing 102a at the side beam section 102 which can adopt various structural forms, the wheel cover plate reinforcing 103a provided at the wheel cover plate section 103 can refer to... Figures 3 to 6As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force.

[0081] As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force. Figure 5 As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force.

[0082] As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force.

[0083] As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force.

[0084] Figures 1 to 4 As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force.

[0085] As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force.

[0086] As shown in FIG. 1, the front wheel cover plate reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle and are arranged through the longitudinal beam part 101 and the side beam part 102. In this way, by using the wheel cover plate reinforcing ribs 103a which are connected between the longitudinal beam part 101 and the side beam part 102, not only the structural strength of the front wheel cover plate itself and the support strength between the front wheel cover plate, the cabin longitudinal beam and the cabin upper side beam can be greatly increased, but also the wheel cover plate reinforcing ribs 103a can become the force transmission path between the cabin longitudinal beam and the cabin upper side beam when the vehicle is in a collision, which is beneficial to the transmission and dispersion of the collision force.​Figure 7 As shown, the connecting bracket 4 can be made of stamped sheet metal, and the connecting bracket 4 can generally be fixed to the structural body 1 by riveting methods such as FDS (Flow Drill Screw) or SPR (Self Piercing Rivet), specifically fixed to the rear end of the wheel cover plate 103.

[0087] The aforementioned peripheral body structure could be, for example, the rear section 5 of the engine compartment longitudinal beam located behind the main body 1. This rear section 5 of the engine compartment longitudinal beam adopts a traditional stamped sheet metal welding structure and can be connected to the connecting bracket 4 by spot welding. After the connecting bracket 4 is connected to the rear section 5 of the engine compartment longitudinal beam, and given that the rear section 5 of the engine compartment longitudinal beam is connected to the sill beam 6 and the front bulkhead reinforcing beam 7, an indirect connection can be achieved between the main body 1 and the sill beam 6 and the front bulkhead reinforcing beam 7. This allows for the connection to form the body frame structure while also transmitting collision forces from the main body 1 to the sill beam 6 and the front bulkhead reinforcing beam 7.

[0088] Still Figures 3 to 6 As shown, in this embodiment, as a preferred implementation, a front subframe mounting bracket 104 can be integrally formed and protrudes downward at the bottom of the longitudinal beam portion 101. This front subframe mounting bracket 104 is provided with a front subframe mounting point and is used to mount the front subframe to the bottom of the front engine compartment.

[0089] At this point, by integrally molding the front subframe mounting bracket 104 onto the longitudinal beam 101, compared to the traditional sheet metal welding and separate component installation structure in the vehicle body, the integrally cast front subframe mounting bracket 104 not only facilitates the preparation and molding of the front subframe mounting point, but also increases the rigidity of the front subframe mounting position, improves the filtering effect of road excitation, and is conducive to improving the NVH (Noise, Vibration, Harshness) performance of the whole vehicle.

[0090] In this embodiment, it is worth noting that the front subframe mounting bracket 104 integrally formed at the bottom of the longitudinal beam 101 can generally be two, specifically forming a front subframe mounting point and a front subframe mounting point arranged at intervals. The front subframe rear mounting point for mounting at the rear of the front subframe is usually located at the torque box position at the rear of the front engine compartment.

[0091] Furthermore, since the aforementioned front subframe mounting bracket 104 is also integrally die-cast, the front subframe mounting point on it can be, for example, a threaded mounting hole formed on the front subframe mounting bracket 104. This threaded mounting hole can be machined onto the front subframe mounting bracket 104 after the structural body 1 has been die-cast.

[0092] The front engine compartment side structure of the embodiment, by using the above design, can reduce the number of parts of the front engine compartment, is beneficial to the forming preparation of the front engine compartment, is beneficial to reducing the manufacturing cost of the vehicle, and is also helpful to improving the production efficiency of the vehicle, and at the same time, it can also increase the rigidity of the front end of the structure body 1, which is helpful to fully transmit the collision force to the engine compartment longitudinal beam and the engine compartment upper side beam in the collision, is beneficial to improving the safety of the vehicle in the collision, and has good practicability.

[0093] Embodiment two

[0094] The embodiment relates to a vehicle, which is provided with the front engine compartment side structure in the embodiment one.

[0095] The vehicle of the embodiment is provided with the front engine compartment side structure in the embodiment one, which is helpful to reducing the number of parts of the front engine compartment, is beneficial to the forming preparation of the front engine compartment, and is beneficial to reducing the manufacturing cost of the vehicle and improving the production efficiency of the vehicle, and at the same time, it is also helpful to fully transmit the collision force to the engine compartment longitudinal beam and the engine compartment upper side beam in the collision, is beneficial to improving the safety of the vehicle in the collision, and has good practicability.

[0096] The above is only a preferred embodiment of the utility model, and is not used to limit the utility model, and any modification, equivalent replacement, improvement, etc. within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A forward engine compartment side structure, characterized in that: Includes an integrally molded structural body (1); The structural body (1) is formed with a longitudinal beam portion (101) for forming the longitudinal beam of the cabin, a side beam portion (102) for forming the upper side beam of the cabin, and a wheel cover portion (103) for forming the front wheel cover. The front ends of the longitudinal beam (101) and the side beam (102) are connected together, the wheel cover plate (103) is connected between the longitudinal beam (101) and the side beam (102), and a portion of the wheel cover plate (103) protrudes upward to form a front shock absorber tower (1031).

2. The forward cabin side structure according to claim 1, characterized in that: The ends of the longitudinal beam (101) and the side beam (102) are coplanar, and a vertically arranged end face (s) is formed at the end of the front end of the structural body (1).

3. The forward cabin side structure according to claim 1, characterized in that: From the perspective of the vehicle's vertical direction, the front part of the side beam (102) gradually bends towards the inside of the vehicle from back to front in the left-right direction of the vehicle; The front part of the side beam (102) is the part of the side beam (102) located on the front side of the front shock absorber tower (1031).

4. The forward cabin side structure according to claim 1, characterized in that: The longitudinal beam portion (101) is provided with a longitudinal beam reinforcing rib (101a), and / or the side beam portion (102) is provided with a side beam reinforcing rib (102a), and / or the wheel cover plate portion (103) is provided with a wheel cover plate reinforcing rib (103a). The longitudinal beam reinforcing rib (101a), the side beam reinforcing rib (102a), and the wheel cover plate reinforcing rib (103a) are all rib structures directly formed along the left-right direction of the whole vehicle.

5. The forward cabin side structure according to claim 4, characterized in that: The top of the front shock absorber tower (1031) is formed with a shock absorber mounting platform (1031a); The lower surface of the shock absorber mounting platform (1031a) is a smooth plane, and the upper surface of the shock absorber mounting platform (1031a) is formed with the wheel cover plate reinforcing rib (103a), and the wheel cover plate reinforcing rib (103a) is provided with a front shock absorber mounting point.

6. The forward cabin side structure according to claim 4, characterized in that: At least some of the longitudinal beam stiffeners (101a) are arranged in a cross shape or honeycomb pattern, and at least some of the side beam stiffeners (102a) are arranged in a W-shaped extension; and / or, The longitudinal beam portion (101) is provided with a longitudinal beam reinforcing rib (101a) at its front end, and the side beam portion (102) is provided with a side beam reinforcing rib (102a) at its front end. The longitudinal beam reinforcing rib (101a) at the front end of the longitudinal beam portion (101) is connected to the side beam reinforcing rib (102a) at the front end of the side beam portion (102).

7. The forward cabin side structure according to claim 1, characterized in that: The rear end of the structural body (1) is connected to a sheet metal connecting bracket (4), which is used for welding the structural body (1) to the surrounding vehicle body structure.

8. The forward cabin side structure according to claim 1, characterized in that: The bottom of the longitudinal beam (101) is integrally formed with a downwardly protruding front subframe mounting bracket (104), and the front subframe mounting bracket (104) is provided with a front subframe mounting point.

9. The forward cabin side structure according to any one of claims 1 to 8, characterized in that: The structural body (1) is die-cast; and / or, The structural body (1) is made of aluminum alloy or magnesium alloy.

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

Images