Vehicle body front structure and vehicle
By using die-casting assembly to integrally form the front section of the engine compartment longitudinal beam and the rear section of the steel longitudinal beam in the front structure of the vehicle body, combined with production using a small-tonnage press, the problems of high equipment cost and low vehicle commonality rate in the existing technology have been solved, achieving cost reduction and safety improvement.
Patent Information
- Application Number
- CN202520589920.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-31
- Publication Date
- 2026-01-20
- Estimated Expiration
- 2035-03-31
AI Technical Summary
When existing vehicle body structures are manufactured using die casting, the equipment and site costs are high, and it is difficult to make local adjustments, resulting in a low commonality rate of vehicle parts and increasing vehicle development and manufacturing costs.
Design a front body structure in which the front section of the engine compartment longitudinal beam is integrally formed in a die-cast assembly, and the rear section of the longitudinal beam, along with the torsion box and the front bulkhead reinforcing beam, adopts a steel structure. The upper side beam of the engine compartment and the front shock absorber tower are formed by die casting. The structure is produced using a small-tonnage press and can be adapted to local adjustments for different vehicle models.
It reduces vehicle manufacturing costs, increases the commonality rate between models, enhances the rigidity of the front end of the vehicle body and passenger safety, improves NVH performance, and reduces the number of parts and production costs.
Smart Images
Figure CN223812641U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to a vehicle body technical field, especially a vehicle body front structure and vehicle. BACKGROUND
[0002] With the development of vehicle manufacturing technology, the preparation of vehicle body structure by die casting has gradually become a trend.
[0003] The existing vehicle body structure, taking the previous engine compartment position as an example, is usually integrally formed by die casting the engine compartment longitudinal beam, the front wheel cover and the front wall cross beam and other structures. This preparation method, since the formed part contains the engine compartment longitudinal beam, the front wheel cover and the front wall cross beam (such as the front wall reinforcing beam), belongs to a large die casting structure, not only has large structure scale and complex features, but also needs to be produced in at least two directions, so the tonnage of the corresponding die casting press equipment is often more than 6000t, thus the equipment cost and site cost are large, which is not conducive to reducing the development and preparation cost of the vehicle.
[0004] In addition, when the engine compartment longitudinal beam, the front wheel cover and the front wall cross beam and other structures are integrally die cast, in the case of local change of the same platform vehicle model or application between different vehicle models, since it is difficult to make local adjustment to the die casting part, only the whole can be changed, so the commonality rate of the vehicle model parts is low, resulting in high vehicle development cost. SUMMARY
[0005] Therefore, the utility model aims at providing a vehicle body front structure to reduce the development and preparation cost of the vehicle.
[0006] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows:
[0007] A vehicle body front structure, comprising an engine compartment longitudinal beam;
[0008] The engine compartment longitudinal beam comprises a longitudinal beam front section and a longitudinal beam rear section connected to the rear end of the longitudinal beam front section;
[0009] The longitudinal beam front section is integrally formed in a die casting assembly of the front engine compartment side part, the longitudinal beam rear section is connected with a torsion box and a front wall reinforcing beam, and the longitudinal beam rear section, the torsion box and the front wall reinforcing beam all adopt a steel structure.
[0010] Further, the die casting assembly also forms an engine compartment upper beam and a front wheel cover plate, and part of the upper convex of the front wheel cover plate forms a front shock tower.
[0011] Further, the longitudinal beam front section and the front end of the engine compartment upper beam are connected together, and the front end of the longitudinal beam front section and the front end of the engine compartment upper beam are cut off on the same end face arranged vertically.
[0012] Further, from the whole vehicle up-down direction, the front part of the cabin upper side beam gradually bends to the inside of the vehicle from the rear to the front in the whole vehicle left-right direction;
[0013] The front part of the cabin upper side beam is the part of the cabin upper side beam located on the front side of the front shock tower.
[0014] Further, the front section of the longitudinal beam is formed with a longitudinal beam reinforcing rib, and / or the cabin upper side beam is formed with a side beam reinforcing rib, and / or the front wheel cover plate is formed with a wheel cover plate reinforcing rib.
[0015] The longitudinal beam reinforcing rib, the side beam reinforcing rib and the wheel cover plate reinforcing rib are all rib structures directly formed along the whole vehicle left-right direction.
[0016] Further, the rear end of the front wheel cover plate is connected with a steel connecting support, and the connecting support is welded with the rear section of the longitudinal beam.
[0017] Further, the bottom of the front section of the longitudinal beam is integrally formed with a lower protruding front subframe mounting support, and the front subframe mounting support is provided with a front subframe mounting point.
[0018] Further, the rear section of the longitudinal beam comprises a longitudinal beam rear section inner plate and a longitudinal beam rear section outer plate which are buckled together.
[0019] The torsion box and the front wall reinforcing beam are connected with the longitudinal beam rear section inner plate, and the front ends of the longitudinal beam rear section inner plate and the longitudinal beam rear section outer plate are connected with the front section of the longitudinal beam.
[0020] Further, the front ends of the longitudinal beam rear section inner plate and the longitudinal beam rear section outer plate are formed with a mounting groove;
[0021] The rear end of the front section of the longitudinal beam is inserted into the mounting groove, and the longitudinal beam rear section inner plate, the front section of the longitudinal beam and the longitudinal beam rear section outer plate are fixedly connected together through a connecting piece transversely penetrating the three.
[0022] Compared with the prior art, the utility model has the following advantages:
[0023] The vehicle body front structure makes the front section of the longitudinal beam of the cabin longitudinal beam formed in the die-casting assembly of the front cabin side, compared with the prior art of die-casting scheme of the front cabin, can avoid using super large die-casting equipment when the vehicle body is prepared, can reduce the manufacturing cost of the vehicle, at the same time, makes the longitudinal beam rear section, the torsion box and the front wall reinforcing beam adopt the steel structure, when the die-casting assembly is applied between different vehicle models, only the front section of the longitudinal beam formed by die-casting needs to be adjusted, and the commonality rate between different vehicle models can be improved, so that the development and preparation cost of the vehicle can be reduced.
[0024] Furthermore, the die-casting assembly forms the cabin upper side beam and the front wheel cover plate, and forms the front shock tower on the front wheel cover plate, which facilitates the forming of the front shock tower, improves the integration of the die-casting assembly, reduces the number of parts in the front part of the vehicle body, and helps to better reduce the manufacturing cost. The front end of the front section of the longitudinal beam and the cabin upper side beam are connected together, which can increase the rigidity of the front end of the vehicle body, and can make the collision force better transmitted to the cabin longitudinal beam and the cabin upper side beam. By making the front end of the longitudinal beam and the cabin upper side beam jointly cut off on the end face arranged vertically, compared with the design that the front end of the cabin upper side beam is retracted backward relative to the cabin longitudinal beam, the step structure formed due to the backward retraction of the front end of the cabin upper side beam can be prevented, the deformation and structural failure of the connection position between the cabin longitudinal beam and the cabin upper side beam during the collision can be avoided, the rigidity of the front end of the vehicle body is protected, and the transmission effect of the collision force to the cabin longitudinal beam and the cabin upper side beam is ensured.
[0025] Furthermore, the front part of the cabin upper side beam is bent to the inside of the vehicle, which can guide the collision barrier to move outward when the whole vehicle has a small overlap collision, helps to avoid the barrier extruding the A-pillar and the passenger compartment, and can improve the safety of the passengers in the passenger compartment. The position forming reinforcing ribs of the front section of the longitudinal beam, the cabin upper side beam and the front front wheel cover plate can increase the structural strength of each position of the die-casting assembly as needed, and at the same time, the reinforcing ribs are directly formed in the rib structure along the left-right direction of the whole vehicle, which can realize separate Y-direction ejection during die-casting forming, does not need X-direction and Z-direction ejection, can greatly reduce the tonnage of the ejection press, can realize product production by using a smaller tonnage press, and helps to reduce the manufacturing cost.
[0026] In addition, the front subframe mounting bracket is integrally formed on the front section of the longitudinal beam, compared with the split type separate mounting structure of sheet metal tailor-welding, the rigidity of the mounting position of the front subframe can be increased, the filtering effect of the road excitation can be improved, and the whole vehicle NVH performance can be improved. By arranging the connecting bracket at the rear end of the front wheel cover plate, the connection strength between the rear section of the longitudinal beam and the front structure can be increased, and the connecting bracket is a steel structure and is connected by welding with the rear section of the longitudinal beam. When the front section of the longitudinal beam, the cabin upper side beam and the front wheel cover plate are integrally die-cast, they can be produced in line with other vehicle body skeletons of the steel tailor-welding structure, and the production cost can be reduced.
[0027] Secondly, the rear section of the longitudinal beam is composed of the rear section of the longitudinal beam inner plate and the rear section of the longitudinal beam outer plate that are buckled together, which can ensure the structural strength of the rear section of the longitudinal beam itself, and facilitates the connection between the rear section of the longitudinal beam and the front section of the longitudinal beam, the torsion box, the front wall reinforcement beam and other surrounding vehicle body structures. The front end of the rear section of the longitudinal beam inner plate and the front end of the rear section of the longitudinal beam outer plate form a mounting groove, which facilitates the connection operation between the front section of the longitudinal beam and the rear section of the longitudinal beam, and the connecting piece that transversely passes through the rear section of the longitudinal beam inner plate, the rear section of the longitudinal beam outer plate and the front section of the longitudinal beam can fix them together, and the ring-shaped connection structure formed by them can more fully ensure the connection reliability between the front section and the rear section of the longitudinal beam.
[0028] Another purpose of the utility model lies in providing a vehicle, the vehicle body of which is provided with the vehicle body front part structure as described above.
[0029] The vehicle of the utility model can avoid using super large die casting equipment when the vehicle body is prepared, can reduce the manufacturing cost of the vehicle, and when applied between different vehicle models, only the front section of the longitudinal beam of die casting forming needs to be adjusted, the commonality rate between different vehicle models can be improved, and the development and preparation cost of the vehicle can be reduced. BRIEF DESCRIPTION OF DRAWINGS
[0030] The drawings that form a part of the utility model are used to provide further understanding of the utility model, and the illustrative embodiments of the utility model and the description thereof are used to explain the utility model and do not constitute improper limitation on the utility model.
[0031] Figure 1 The schematic view of the vehicle body front part structure described in the embodiments of the utility model;
[0032] Figure 2 The schematic view of the structure bottom view angle of the structure shown in the figure; Figure 1
[0033] Figure 3 The schematic view of the structure bottom view angle of the structure shown in the figure; Figure 1
[0034] Figure 4 The schematic view of the structure bottom view angle of the structure shown in the figure; Figure 3
[0035] The setting schematic view of the die casting assembly of the utility model embodiments; Figure 5
[0036] The structure schematic view of the die casting assembly of the utility model embodiments; Figure 6
[0037] The schematic view of another view angle of the die casting assembly of the utility model embodiments; Figure 7
[0038] The setting schematic view of the upper reinforcing rib of the die casting assembly of the utility model embodiments; Figure 8
[0039] The structure schematic view of the longitudinal beam rear section of the utility model embodiments; Figure 9
[0040] The structure schematic view of another view angle of the longitudinal beam rear section of the utility model embodiments; Figure 10
[0041] The structure schematic view of another view angle of the longitudinal beam rear section of the utility model embodiments;Figure 11 A structure diagram of the connecting support according to an embodiment of the present application is shown in the figure.
[0042] Reference signs:
[0043] 100, die casting assembly;
[0044] 1, cabin longitudinal beam; 2, energy absorption box; 3, front anti-collision beam; 4, connecting support; 5, torsion box; 6, door sill beam; 7, front wall reinforcing beam; 8, front wall connecting plate; 9, connecting piece;
[0045] 101, front section of longitudinal beam; 101a, longitudinal beam reinforcing rib; 102, cabin upper side beam; 102a, side beam reinforcing rib; 103, front wheel cover plate; 1031, front shock tower; 103a, wheel cover plate reinforcing rib; 1031a, shock absorber mounting platform; 104, front subframe mounting support; 105, rear section of longitudinal beam; 1051, inner plate of rear section of longitudinal beam; 1052, outer plate of rear section of longitudinal beam;
[0046] s, end face; k, mounting groove. DETAILED DESCRIPTION
[0047] 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.
[0048] 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 in indicating or implying that the devices or elements must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation of 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.
[0049] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connecting", "connecting", "connecting piece" 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 those skilled in the art, the specific meaning of the above terms in the present application can be understood in combination with the specific circumstances.
[0050] The present application will be described in detail below with reference to the drawings and in combination with the embodiments.
[0051] Embodiment one
[0052] The embodiment relates to a vehicle body front structure which is beneficial to reduce the development and manufacturing cost of a vehicle by the combination application of a die-casting part and a steel sheet part.
[0053] In the related art, for the vehicle body structure formed by the die-casting mode, for example, the previous engine compartment position, the engine compartment longitudinal beam 1, the front wheel cover plate 102 and the front wall reinforcing beam 7 are integrally formed by the die-casting mode, and the die-casting structure is large.
[0054] The existing engine compartment manufacturing mode is large in structure scale and complex in characteristics, and needs to be produced in at least two directions, so that the tonnage of the corresponding die-casting press equipment is usually more than 6000t, the equipment cost and the site cost are large, and the manufacturing cost of the vehicle is not reduced.
[0055] In the vehicle development process, when the die-casting part is integrated with the engine compartment longitudinal beam 1, the front wheel cover plate 102 and the front wall reinforcing beam 7, the die-casting part can only be changed as a whole under the condition of local change of the same platform vehicle model or application between different vehicle models, so that the commonality rate of the vehicle parts is low, and the development cost of the vehicle is not reduced.
[0056] In view of the deficiencies of the existing vehicle body manufacturing mode, in the vehicle body front structure of the embodiment, the die-casting assembly 100 is combined with the steel sheet part. Figures 1 to 5 As shown in the middle, the overall design comprises the engine compartment longitudinal beam 1, the engine compartment longitudinal beam 1 comprises the longitudinal beam front section 101 and the longitudinal beam rear section 105 connected to the rear end of the longitudinal beam front section 101. And the longitudinal beam front section 101 is integrally formed in the die-casting assembly 100 of the front engine compartment side, the longitudinal beam rear section 105 is connected with the torsion box 5 and the front wall reinforcing beam 7, and the longitudinal beam rear section 105, the torsion box 5 and the front wall reinforcing beam 7 are all steel structures.
[0057] At this time, as arranged above, by only forming the longitudinal beam front section 101 in the die-casting assembly 100 of the front engine compartment side, compared with the existing front engine compartment large-scale die-casting scheme, the embodiment can avoid using a super large die-casting equipment in the vehicle body manufacturing, so that the manufacturing cost of the vehicle can be reduced.
[0058] At the same time, by making the longitudinal beam rear section 105, the torsion box 5 and the front wall reinforcing beam 7 adopt the steel structure, when the same platform is locally changed and the die-casting assembly 100 is applied between different vehicle models, the embodiment only needs to adjust the die-casting longitudinal beam front section 101 part, so that the commonality rate between different vehicle models can be improved, and the development cost of the vehicle can be reduced.
[0059] Based on the above overall introduction, specifically, as a preferred implementation method, we will continue as follows: Figures 6 to 8 As shown, the die-casting assembly 100 of this embodiment can also form, for example, the upper side beam 102 of the engine compartment and the front wheel cover 103, and a portion of the front wheel cover 103 also protrudes upward to form the front shock absorber tower 1031.
[0060] In this way, by further forming the upper side beam 102 of the engine compartment and the front wheel arch 103 within the die-cast assembly 100, and forming the front shock absorber tower 1031 on the front wheel arch 103, this embodiment can obviously not only facilitate the forming of the front shock absorber tower 1031, but also improve the integration of the die-cast assembly 100, thereby reducing the number of parts at the front of the vehicle body and helping to better reduce manufacturing costs.
[0061] Furthermore, it is worth noting that since the main structures on the left and right sides of the front engine compartment of a vehicle are generally symmetrically arranged, this embodiment will use the die-cast assembly 100 on one side of the front engine compartment as an example for explanation.
[0062] In this embodiment, the die-cast assembly 100 is formed by die casting. This is understandable because, compared to the existing method of first forming sheet metal parts by stamping and then welding, it facilitates the forming of the front longitudinal beam 101, the upper side beam of the engine compartment 102, and the front wheel arch 103, among others. Furthermore, through alloying and heat treatment during the die-casting process, this embodiment clearly enables the die-cast assembly 100 to possess high strength and rigidity, helping to ensure the structural strength of the die-cast assembly 100. On the other hand, utilizing the high production efficiency of the die-casting process, this embodiment also helps to further reduce the vehicle's manufacturing costs.
[0063] Furthermore, based on the die-casting process of the die-cast assembly 100, it is understandable that, compared to sheet metal welding structures, this embodiment also allows for the absence of welded edges at the bottom and top of the front section 101 of the longitudinal beam. Consequently, the Z-direction (vertical direction of the vehicle) cross-sectional dimension of the front section 101 of the longitudinal beam is significantly increased compared to sheet metal welding methods. The large cross-sectional dimension of the engine compartment longitudinal beam allows for a larger longitudinal beam cavity, thereby increasing the collision energy absorption effect of the front section 101 of the longitudinal beam.
[0064] In this embodiment, as a preferred implementation, particularly based on the die-casting of the die-cast assembly 100, the die-cast assembly 100 can be made of, for example, aluminum alloy or magnesium alloy. This allows the die-cast assembly 100 to be made of aluminum alloy or magnesium alloy, ensuring the structural performance of the main body while also facilitating weight reduction, thereby benefiting the lightweight design of the entire vehicle.
[0065] In specific implementations, the aforementioned aluminum alloy can be, for example, A356, and the aforementioned magnesium alloy can be, for example, AZ91D. Furthermore, it is understood that, in addition to enabling the formed die-cast assembly 100 to have better structural strength and facilitating weight reduction, when using aluminum or magnesium alloys, this embodiment can also utilize the oxide film formed on the surface of the alloy after die-casting to give the formed die-cast assembly 100 better corrosion resistance, thereby further improving the overall quality of the forward engine compartment side structure.
[0066] In this embodiment, it is still by Figure 6 As shown, in a preferred embodiment, based on the connection between the front section 101 of the longitudinal beam and the front end of the upper side beam 102 of the nacelle, it is also preferable that the ends of the front section 101 of the longitudinal beam and the front end of the upper side beam 102 of the nacelle are coplanar, and by utilizing the coplanar arrangement of the ends of the front section 101 of the longitudinal beam and the front end of the upper side beam 102 of the nacelle, a vertically arranged end face s is formed at the end of the front end of the die-cast assembly 100.
[0067] At this point, it can be understood that by making the ends of the front section 101 of the longitudinal beam and the front end of the upper side beam 102 of the engine compartment coplanar and ending together at the vertically arranged end face s, compared with the traditional front engine compartment structure where the front end of the upper side beam of the engine compartment is generally rearward relative to the front end of the longitudinal beam of the engine compartment, that is, the front end of the upper side beam 102 of the engine compartment is retracted relative to the front section 101 of the longitudinal beam, this embodiment can prevent the formation of a stepped structure at the front end of the die-cast assembly 100 due to the retraction of the front end of the upper side beam 102 of the engine compartment. This can also avoid the deformation and structural failure of the connection position between the front section 101 of the longitudinal beam and the upper side beam 102 of the engine compartment during a collision due to the formation of a stepped structure. This helps to ensure the rigidity of the front end of the die-cast assembly 100 and ensures the transmission effect of the collision force to the front section 101 of the longitudinal beam and the upper side beam 102 of the engine compartment during a vehicle collision.
[0068] It is worth noting that, based on the fact that the ends of the front section 101 of the longitudinal beam and the front end of the upper side beam 102 of the nacelle are coplanar, thus forming a vertically arranged end face s, the end face s located at the front end of the die-cast assembly 100 in this embodiment also constitutes the mounting surface for mounting the front bumper beam assembly. Furthermore, in specific implementations, please refer to... Figures 1 to 4 As shown, the energy-absorbing box 2 in the front bumper beam assembly can be fixed to the end face s by means of a connecting plate located at one end, while the front bumper beam 3 in the front bumper beam assembly is connected to the other end of the energy-absorbing box 2.
[0069] Obviously, by making the end of the front section 101 of the longitudinal beam and the end of the front end of the cabin upper side beam 102 coplanar, and forming the end surface s, the embodiment can also provide sufficient installation position for the front bumper beam assembly at the front end of the die casting assembly 100. Thus, compared with the energy absorption box 2 in the prior art vehicle, which is usually connected with the cabin longitudinal beam in an end-to-end manner, the sufficient position selection provided by the end surface s can facilitate the installation design of the front bumper beam assembly, thereby facilitating the development of the vehicle body.
[0070] In the embodiment, as a preferred implementation form, still referring to Figure 2 from the top-down direction of the vehicle, the front part of the cabin upper side beam 102 can be provided to gradually bend to the inside of the vehicle from the rear to the front in the left-right direction of the vehicle, for example.
[0071] The front part of the cabin upper side beam 102 is specifically the part of the cabin upper side beam 102 located on the front side of the front shock tower 1031, and by bending the front part of the cabin upper side beam 102 to the inside of the vehicle, it can be understood that when the vehicle has a small overlap collision, the collision barrier can be guided to move in the outward direction of the vehicle under the guidance of the side close to the outside of the vehicle of the cabin upper side beam 102 after contacting the cabin upper side beam 102, so that the collision barrier avoids the A-pillar and the passenger compartment behind, 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.
[0072] In specific implementation, it should be pointed out that on the basis of the front part of the cabin upper side beam 102 being bent to the inside of the vehicle, the bending degree of the front part of the cabin upper side beam 102 to the inside of the vehicle, that is, its curvature, can be designed according to the modeling of the front part of the vehicle, as long as it does not adversely affect the die casting forming of the die casting assembly 100, can make the cabin upper side beam 102 form the end surface s together with the longitudinal beam front section 101, and can ensure the connection strength between the cabin upper side beam 102 and the longitudinal beam front section 101.
[0073] In the embodiment, as a preferred implementation form, based on the die casting assembly 100 being an integrated structure, and in particular the die casting assembly 100 being formed by die casting, still referring to Figures 6 to 8 the longitudinal beam front section 101 in the die casting assembly 100 can be formed with a longitudinal beam reinforcing rib 101a, the cabin upper side beam 102 can be formed with a side beam reinforcing rib 102a, and the front wheel cover plate 103 can be formed with a wheel cover plate reinforcing rib 103a, for example. 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 can all be rib structures formed directly in the left-right direction of the vehicle, for example.
[0074] At this time, by forming the reinforcing ribs at the positions of the front section 101 of the longitudinal beam, the upper beam 102 of the cabin and the front wheel cover plate 103 in the die casting assembly 100, it is obvious that the structural strength of each position of the die casting assembly 100 can be increased as required to better ensure the use quality of the die casting assembly 100.
[0075] And by making the above reinforcing ribs be the rib structures directly formed along the left-right direction of the whole vehicle, it can be understood that the die casting assembly 100 can be directly molded out of the mold in the Y direction (the left-right direction of the whole vehicle) without the need of being molded out of the mold in the X direction (the front-rear direction of the whole vehicle) and the Z direction (the up-down direction of the whole vehicle), thereby the die casting production can be maximally reduced in the tonnage of the mold ejection press, and the product production can be realized by using a smaller tonnage press, and thus the manufacturing cost can be reduced.
[0076] More specifically, the reinforcing rib 101a of the longitudinal beam, the reinforcing rib 102a of the beam and the reinforcing rib 103a of the wheel cover plate are all rib structures directly formed along the left-right direction of the whole vehicle, that is, the above reinforcing ribs are all integrally arranged along the left-right direction (i.e., the Y direction) of the whole vehicle, and there is no structure such as a negative angle structure, a ring rib structure or other structures that can affect the mold ejection direction in these reinforcing ribs. In this way, since there is no negative angle structure (such as a groove located at the root position of the rib structure) or a ring rib structure, after the die casting assembly 100 is die cast, the insert that forms the negative angle structure or the ring rib structure does not need to be first ejected in the X direction or the Z direction, but the mold can be directly opened in the Y direction to realize the overall ejection.
[0077] In the specific implementation, for the die casting assembly 100 of the present embodiment, by making the reinforcing ribs thereon be rib structures directly formed along the left-right direction of the whole vehicle, and thereby making the die casting assembly 100 as a whole be directly ejected in the Y direction after the die casting is completed. Therefore, the die casting assembly 100 of the present embodiment can generally use a 4400t press to realize the production of the product, which undoubtedly can greatly reduce the energy consumption, shorten the casting time and reduce the equipment loss cost during the die casting compared with using a large tonnage press of more than 6000t, and thus the effect of reducing the manufacturing cost can be achieved.
[0078] In the present embodiment, it should be noted that on the basis that the reinforcing ribs on the die casting assembly 100 are all rib structures arranged along the left-right direction of the whole vehicle, i.e., along the Y direction, in order to ensure the reinforcing effect of the die casting assembly 100 after the reinforcing ribs are arranged, for example, in the development process, the strength of each position of the die casting assembly 100 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.
[0079] Continuing as Figure 7 and Figure 8As shown in FIG. 1, 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 implementation form, for example, the lower surface of the shock absorber mounting platform 1031a can be a smooth plane, and the upper surface of the shock absorber mounting platform 1031a is formed 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.
[0080] In specific implementation, the above front shock absorber mounting points can generally be mounting holes formed on the wheel cover plate reinforcing ribs 103a on the upper surface of the shock absorber mounting platform 1031a, and in order to achieve stable mounting of the front shock absorber, the above front shock absorber mounting points are preferably arranged in three, which are arranged on different wheel cover plate reinforcing ribs 103a and surround the through holes arranged on the shock absorber mounting platform 1031a.
[0081] By making the lower surface of the shock absorber mounting platform 1031a a smooth plane, and forming 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 also help to achieve Y-direction demolding of the die casting assembly 100, which is beneficial to the molding of the die casting assembly 100. At the same time, while facilitating the molding of the die casting assembly 100, 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.
[0082] In the embodiment, continuing to refer to Figure 8 As a preferred implementation form, for example, part of the longitudinal beam reinforcing ribs 101a arranged at the front section 101 of the longitudinal beam and part of the beam reinforcing ribs 102a arranged at the upper beam 102 of the cabin can be arranged in a cross shape or a honeycomb shape, and part of the beam reinforcing ribs 102a can be arranged in a W shape.
[0083] At this time, based on the fact that the cabin longitudinal beam and the cabin upper beam are the main collision force transmission and energy absorption channels on the front cabin side, in the embodiment, the reinforcing ribs arranged in the front section 101 of the longitudinal beam and the upper beam 102 of the cabin not only have the function of structural reinforcement, but also become force transmission paths and energy absorption structures in the collision force transmission and energy absorption channels.
[0084] Therefore, it can be understood that the cross or honeycomb shape of the stringers 101a can meet the needs of the structure reinforcement of the cabin stringer position with a larger cross-sectional size, while also ensuring the collapse energy absorption effect after the collision. The W-shaped extension of the side beam reinforcement 102a can also meet the needs of the structure reinforcement of the cabin upper side beam position with a smaller cross-sectional size, while also avoiding the impact of the small compression space on the energy absorption effect of the cabin upper side beam after the collision.
[0085] It should be noted that the cross or honeycomb design of the above-mentioned reinforcement or the W-shaped extension design can generally be selected according to the cross-sectional size of the front section 101 of the stringer and the cabin upper side beam 102 during implementation. As a recommended setting form, for example, the reinforcement structure in the form of W-shaped extension can be used when the cross-sectional size is less than 100 mm, and the reinforcement structure in the form of cross or honeycomb can be used when the cross-sectional size is greater than 100 mm.
[0086] In addition, it should be pointed out that in the cabin upper side beam 102 of the present embodiment, in addition to the W-shaped extension of part of the side beam reinforcement 102a (mainly located in the front part of the cabin upper side beam 102), of course, referring to Figure 8 , the rear part of the cabin upper side beam 102 is taken as an example, according to the cross-sectional size of the cabin upper side beam 102, when the cross-sectional size of the cabin upper side beam 102 is much smaller than 100 mm (such as the part of the cabin upper side beam 102 corresponding to the front shock tower 1031), or according to the setting position of the side beam reinforcement 102a on the cabin upper side beam 102 (such as located at the rear end of the cabin upper side beam 102), the side beam reinforcement 102a can not be W-shaped extension, but other structure forms can be used.
[0087] During implementation, the above-mentioned other structure forms, for example, can be the vertical rib body arranged along the whole vehicle up-down direction. In addition, in addition to the side beam reinforcement 102a at the cabin upper side beam 102 which can adopt various structure forms, the wheel cover plate reinforcement 103a arranged at the front wheel cover plate 103 can be arranged along the whole vehicle up-down direction and arranged through the front section 101 of the stringer and the cabin upper side beam 102, as shown in Figures 6 to 8 .
[0088] In this way, by using these wheel cover plate reinforcements 103a connected between the front section 101 of the stringer and the cabin upper side beam 102, not only the structural strength of the front wheel cover plate itself and the support strength of the front wheel cover plate between the cabin stringer and the cabin upper side beam can be greatly increased, but also these wheel cover plate reinforcements 103a can become the force transmission path between the cabin stringer and the cabin upper side beam during vehicle collision, which is beneficial to the transmission and dispersion of the collision force.
[0089] In this embodiment, as a preferred implementation form, the rear end of the die-casting assembly 100 is connected with a connecting bracket 4 made of sheet metal, and the connecting bracket 4 is connected to the rear end of the front wheel cover plate 103 and used for welding connection with the rear section 105 of the longitudinal beam. Figure 1 、 Figure 2 and Figure 6 、 Figure 7 On the basis of the die-casting assembly 100 being integrally die-cast, a connecting bracket 4 made of sheet metal can be arranged at the rear end of the die-casting assembly 100, and the connecting bracket 4 is specifically connected to the rear end of the front wheel cover plate 103 and used for welding connection with the rear section 105 of the longitudinal beam.
[0090] Therefore, by designing the connecting bracket 4 that can be welded to the rear section 105 of the longitudinal beam at the rear end of the die-casting assembly 100, it can be understood that the welding of the connecting bracket 4 and the rear section 105 of the longitudinal beam can reduce the impact on the vehicle production line during the die-casting of the die-casting assembly 100, and the die-casting assembly 100 can be produced in line with the steel tailor-welded structure of the vehicle body framework, thereby also helping to reduce the production cost of the vehicle.
[0091] In specific implementation, as shown in Figure 11 The connecting bracket 4 can be a stamped sheet metal part, and the connecting bracket 4 can be fixed to the die-casting assembly 100 by riveting methods such as FDS (Flow Drill Screw, rotary tapping riveting) or SPR (Self Piercing Rivet, self-piercing riveting), and is specifically fixed to the rear end of the front wheel cover plate 103.
[0092] In addition, it can be understood that after the connecting bracket 4 is connected to the rear section 105 of the longitudinal beam, the rear section 105 of the longitudinal beam is connected to the rocker beam 6, the front wall reinforcement beam 7, and the front wall connecting plate 8, and thus the die-casting assembly 100 can be indirectly connected to the rocker beam 6, the front wall reinforcement beam 7, and the front floor, so that the collision force can be transmitted from the die-casting assembly 100 to the rocker beam 6, the front wall reinforcement beam 7, and the front floor.
[0093] As shown in Figures 6 to 8 In this embodiment, as a preferred implementation form, a front subframe mounting bracket 104 protruding downward can be integrally formed at the bottom of the front section 101 of the longitudinal beam. The front subframe mounting bracket 104 is provided with a front subframe mounting point and used for mounting the front subframe at the bottom of the front engine compartment.
[0094] At this time, by integrally forming the front subframe mounting bracket 104 on the front section 101 of the longitudinal beam, it is obvious that compared with the split mounting structure of the sheet metal welding in the traditional vehicle body, the integrally formed front subframe mounting bracket 104 can not only facilitate the preparation and formation of the front subframe mounting point, but also can increase the rigidity of the front subframe mounting position, improve the filtering effect of the road excitation, and is beneficial to improve the NVH (Noise, Vibration, Harshness) performance of the whole vehicle.
[0095] In specific implementation, it is worth noting that the above-mentioned front subframe mounting bracket 104 integrally formed on the bottom of the front section 101 of the longitudinal beam can generally be two, and specifically constitutes the front subframe front mounting point and the front subframe middle mounting point arranged in front and back, and the front subframe rear mounting point for mounting the rear part of the front subframe is usually located at the torsion box position at the rear of the front compartment.
[0096] In addition, on the basis that the above-mentioned front subframe mounting bracket 104 is also integrally die-cast, the front subframe mounting point thereon can be, for example, a threaded mounting hole opened on the front subframe mounting bracket 104. The threaded mounting hole can be formed on the front subframe mounting bracket 104 in a machining manner after the die-casting assembly 100 is die-cast.
[0097] In this embodiment, it is continued to be shown in combination with Figure 9 and Figure 10 As a preferred implementation form, the above-mentioned rear section 105 of the longitudinal beam can include a longitudinal beam rear section inner plate 1051 and a longitudinal beam rear section outer plate 1052 that are buckled together. And the torsion box 5 and the front wall reinforcement beam are specifically connected with the longitudinal beam rear section inner plate 1051, and the front ends of the longitudinal beam rear section inner plate 1051 and the longitudinal beam rear section outer plate 1052 are also connected with the longitudinal beam front section 101.
[0098] At this time, by making the longitudinal beam rear section 105 composed of the longitudinal beam rear section inner plate 1051 and the longitudinal beam rear section outer plate 1052 buckled together, it can be understood that it can ensure the structural strength of the longitudinal beam rear section 105 itself by using the inner and outer plate buckling structure, and also facilitate the connection between the longitudinal beam rear section 105 and the longitudinal beam front section 101, the torsion box 5, the front wall reinforcement beam 7 and other surrounding vehicle body structures. However, in addition to being composed of the longitudinal beam rear section inner plate 1051 and the longitudinal beam rear section outer plate 1052, the longitudinal beam rear section 105 of the present embodiment can also adopt other sheet metal beam body structures that meet the design requirements, which is not limited.
[0099] In specific implementation, the above-mentioned longitudinal beam rear section inner plate 1051 and the longitudinal beam rear section outer plate 1052 can be made of steel stamping sheet metal parts, and the buckled longitudinal beam rear section inner plate 1051 and the longitudinal beam rear section outer plate 1052 can be connected together by welding.
[0100] For the torsion box 5 and the front wall reinforcement beam 7, it should be pointed out that they can also adopt the steel sheet box structure and the sheet beam structure commonly used in the existing vehicle body, and the energy absorption box 5 and the front wall reinforcement beam 7, and even the front wall connecting plate 8 and the rear section 105 of the longitudinal beam are connected by welding.
[0101] In this embodiment, based on the fact that the rear section 105 of the longitudinal beam is composed of the inner plate 1051 and the outer plate 1052 of the longitudinal beam, as a preferred implementation form, referring to FIG. 1, for example, the front end of the inner plate 1051 of the rear section of the longitudinal beam and the front end of the outer plate 1052 of the rear section of the longitudinal beam can be made to form a mounting groove k. The rear end of the front section 101 of the longitudinal beam can be inserted into the mounting groove k, and after insertion, the inner plate 1051 of the rear section of the longitudinal beam, the front section 101 of the longitudinal beam and the outer plate 1052 of the rear section of the longitudinal beam can be fixed together by a connecting piece 9 that passes through all of them. Figure 9
[0102] Among them, the connecting piece 9 can generally be a screwing piece, and multiple rows can be provided to ensure the connection strength between the front and rear sections of the longitudinal beam. By making the front end of the inner plate 1051 of the rear section of the longitudinal beam and the front end of the outer plate 1052 of the rear section of the longitudinal beam form a mounting groove k, it can be understood that it can facilitate the connection operation between the front section 101 of the longitudinal beam and the rear section 105 of the longitudinal beam, and by fixing the three together by the connecting piece 9 that passes through the inner and outer plates of the rear section of the longitudinal beam and the front section 101 of the longitudinal beam, it is obvious that it can also use the formed encircling connection structure to more fully ensure the connection reliability between the front and rear sections of the longitudinal beam.
[0103] The vehicle body front structure of this embodiment adopts the above design. By only making the front section 101 of the longitudinal beam in the engine compartment longitudinal beam 1 be formed in the die-casting assembly 100 of the front engine compartment side, compared with the existing large-scale die-casting scheme of the front engine compartment, it can avoid using super-large die-casting equipment when the vehicle body is prepared, can reduce the manufacturing cost of the vehicle, and by making the rear section 105 of the longitudinal beam, the torsion box 5 and the front wall reinforcement beam 7 adopt a steel structure, when the die-casting assembly 100 is applied between different vehicle models, only the part of the front section 101 of the longitudinal beam that is die-cast needs to be adjusted, and the commonality rate between different vehicle models can also be improved, thereby being beneficial to reducing the development and preparation cost of the vehicle.
[0104] Embodiment Two
[0105] This embodiment relates to a vehicle, and the vehicle body of the vehicle is provided with the vehicle body front structure in embodiment one.
[0106] The vehicle of the embodiment can avoid using an oversized die-casting device when the vehicle body is prepared, can reduce the manufacturing cost of the vehicle, and can improve the commonality rate between different vehicle models and reduce the development and manufacturing cost of the vehicle by only adjusting the front section 101 of the longitudinal beam when the local adjustment of the front part of the vehicle body is performed and when the vehicle body is applied between different vehicle models.
[0107] The above merely describes the preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims
1. A front structure of a vehicle body, characterized in that: Including the cabin longitudinal beams (1); The cabin longitudinal beam (1) includes a front section (101) of the longitudinal beam and a rear section (105) of the longitudinal beam connected to the rear end of the front section (101); The front section (101) of the longitudinal beam is integrally formed in the die-cast assembly (100) on the side of the front engine compartment. The rear section (105) of the longitudinal beam is connected to the torsion box (5) and the front bulkhead reinforcing beam (7). The rear section (105), the torsion box (5) and the front bulkhead reinforcing beam (7) are all made of steel.
2. The front structure of the vehicle body according to claim 1, characterized in that: The die-cast assembly (100) also forms an upper side beam (102) of the engine compartment and a front wheel cover (103), and a portion of the front wheel cover (103) protrudes upward to form a front shock absorber tower (1031).
3. The front structure of the vehicle body according to claim 2, characterized in that: The front end of the longitudinal beam (101) and the front end of the upper side beam of the cabin (102) are connected together, and the front end of the longitudinal beam (101) and the front end of the upper side beam of the cabin (102) end on the same vertically arranged end face (s).
4. The front structure of the vehicle body according to claim 2, characterized in that: From the perspective of the vehicle's vertical direction, the front part of the upper side beam (102) of the engine compartment 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 upper side beam (102) of the cabin is the part of the upper side beam (102) located on the front side of the front shock absorber tower (1031).
5. The front structure of the vehicle body according to claim 3, characterized in that: The longitudinal beam front section (101) is provided with a longitudinal beam reinforcing rib (101a), and / or the cabin upper side beam (102) is provided with a side beam reinforcing rib (102a), and / or the front wheel cover plate (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.
6. The front structure of the vehicle body according to claim 2, characterized in that: The rear end of the front wheel cover (103) is connected to a steel connecting bracket (4), which is welded to the rear section (105) of the longitudinal beam.
7. The front structure of the vehicle body according to claim 1, characterized in that: The bottom of the front section (101) of the longitudinal beam 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.
8. The vehicle front structure according to any one of claims 1 to 7, characterized in that: The rear section of the longitudinal beam (105) includes an inner plate (1051) and an outer plate (1052) of the rear section of the longitudinal beam that are fastened together; The torsion box (5) and the front reinforcing beam are connected to the inner plate (1051) of the rear section of the longitudinal beam, and the front ends of the inner plate (1051) of the rear section of the longitudinal beam and the outer plate (1052) of the rear section of the longitudinal beam are both connected to the front section (101) of the longitudinal beam.
9. The front structure of the vehicle body according to claim 8, characterized in that: The front end of the inner plate (1051) of the rear section of the longitudinal beam and the front end of the outer plate (1052) of the rear section of the longitudinal beam are surrounded by an installation groove (k); The rear end of the front section (101) of the longitudinal beam is inserted into the mounting groove (k), and the inner plate (1051) of the rear section of the longitudinal beam, the front section (101) of the longitudinal beam and the outer plate (1052) of the rear section of the longitudinal beam are fixed together by a connector (9) that runs through the three together.
10. A vehicle, characterized in that: The vehicle body is provided with a front body structure as described in any one of claims 1 to 9.