Front cabin side structure and vehicle
The front engine compartment design, which combines die-casting assembly with steel upper side beam, solves the problems of numerous parts and low production efficiency in traditional vehicle body front engine compartments. It achieves reduced parts, improved production efficiency and reduced costs, while enhancing vehicle body rigidity and safety.
Patent Information
- Application Number
- CN202520592098.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-31
- Publication Date
- 2026-02-06
- Estimated Expiration
- 2035-03-31
AI Technical Summary
Traditional vehicle body front engine compartment structures use steel sheet metal welded structures, resulting in a large number of parts, large production space occupation, low production efficiency, and difficulty in co-producing with steel welded structures, thus increasing manufacturing costs.
The design combines the front section of the engine compartment upper side beam with the rear section of the steel upper side beam using a die-cast assembly. The engine compartment longitudinal beam and the front wheel arch are integrally formed. The number of parts is reduced through the die-casting process, and it is produced on the same production line as the vehicle body side panel.
Reduce the number of parts, improve production efficiency, lower manufacturing costs, enhance body rigidity, improve occupant safety and NVH performance, and enable co-line production with steel welded structures.
Smart Images
Figure CN223878089U_ABST
Abstract
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 traditional vehicle body, the front engine compartment located at the front part of the vehicle body usually adopts a steel sheet metal welding structure, because there are many stamping parts, too many parts need to occupy a large production site and a large amount of labor, and at the same time, it also makes the vehicle production efficiency low, which is not conducive to reducing the manufacturing cost of the vehicle.
[0003] With the development of vehicle body part die casting technology, although some die casting engine compartment parts appear, for example, the engine compartment upper side beam in the previous engine compartment, the existing die casting form engine compartment upper side beam needs to be connected with the rear body side wall by riveting. This makes it difficult for the current die casting engine compartment structure to be produced in line with the steel tailor-welded structure vehicle body, and is not conducive to reducing the manufacturing cost of the vehicle. SUMMARY
[0004] Therefore, the utility model aims at providing a front engine compartment side structure to reduce the manufacturing cost of the vehicle.
[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 engine compartment upper side beam;
[0007] The engine compartment upper side beam comprises an upper side beam front section and an upper side beam rear section connected with the rear end of the upper side beam front section;
[0008] The upper side beam front section is integrally formed in a die casting assembly of the front engine compartment side, the upper side beam rear section adopts a steel structure, and the rear part of the upper side beam rear section forms a connecting end connected with the body side wall.
[0009] Further, the die casting assembly further forms an engine compartment longitudinal beam and a front wheel cover plate, and part of the upper convex of the front wheel cover plate forms a front shock tower.
[0010] Further, the engine compartment longitudinal beam and the front end of the upper side beam front section are connected together, and the front end of the engine compartment longitudinal beam and the front end of the upper side beam front section are cut off on the same end face arranged vertically.
[0011] Further, from the top-down direction of the whole vehicle, the front part of the upper side beam front section gradually bends to the inside of the vehicle in the left-right direction of the whole vehicle from rear to front;
[0012] Wherein, the front part of the upper side beam front section is the part of the upper side beam front section located on the front side of the front shock tower.
[0013] Further, the cabin longitudinal beam position is formed with a longitudinal beam reinforcing rib, and / or the upper side beam front section position is formed with a side beam reinforcing rib, and / or the front wheel cover plate position is formed with a wheel cover plate reinforcing rib.
[0014] The longitudinal beam reinforcing rib, the side beam reinforcing rib and the wheel cover plate reinforcing rib are all rib body structures directly formed along the left-right direction of the whole vehicle.
[0015] Further, the bottom of the cabin longitudinal beam is integrally formed with a lower convex front subframe mounting bracket, and the front subframe mounting bracket is provided with a front subframe mounting point.
[0016] Further, the upper side beam rear section comprises a side beam rear section inner plate connected to the inner side of the upper side beam front section, and a side beam rear section outer plate connected to the outer side of the upper side beam front section.
[0017] Further, the top of the side beam rear section inner plate and the side beam rear section outer plate are connected together, and a connecting groove is formed between the side beam rear section inner plate and the side beam rear section outer plate.
[0018] The rear end of the upper side beam front section is inserted into the connecting groove, and is fixedly connected to the side beam rear section inner plate and the side beam rear section outer plate through a connecting piece.
[0019] Further, the front part and the rear part of the side beam rear section outer plate are respectively provided with the connecting pieces, and the number of the connecting pieces located at the rear part of the side beam rear section outer plate is greater than the number of the connecting pieces located at the front part of the side beam rear section outer plate; and / or,
[0020] At least the side beam rear section outer plate is provided with a hood hinge mounting point.
[0021] Compared with the prior art, the utility model has the following advantages:
[0022] The front cabin side structure of the utility model is provided with a die-casting assembly with an upper side beam front section arranged at the front cabin side, so that the number of parts of the front cabin side can be reduced, which not only helps the molding preparation of the front cabin, but also improves the production efficiency of the vehicle, so as to reduce the manufacturing cost of the vehicle, and the front cabin structure with the die-casting assembly can realize collinear production with the vehicle body with a steel tailor-welded structure, so that the manufacturing cost of the vehicle can be further reduced, and the utility model has good practicability.
[0023] In addition, the die-casting assembly forms the cabin longitudinal 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 cabin longitudinal beam and the front section of the upper side beam are connected together, which can increase the rigidity of the front end position 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 cabin longitudinal beam and the front section of the upper side beam jointly cut off on the vertically arranged end face, 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 due to the formation of the step structure during the collision can be avoided, the rigidity of the front end of the vehicle body is beneficial to be ensured, and the transmission effect of the collision force to the cabin longitudinal beam and the cabin upper side beam is ensured.
[0024] Secondly, the front part of the front section of the upper side beam is bent to the inside of the vehicle, which can guide the collision barrier to move outward when the whole vehicle occurs 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 cabin longitudinal beam, the front section of the upper side beam and the front wheel cover plate part 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 as rib structures 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.
[0025] Furthermore, the front subframe mounting bracket is integrally formed on the cabin 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 is improved, and the whole vehicle NVH performance is improved. The rear section of the upper side beam is composed of the rear section inner plate and the rear section outer plate, which can ensure the structural strength of the rear section of the upper side beam, and ensure the connection strength between the cabin upper side beam and the side wall of the vehicle body. The top parts of the rear section inner plate and the rear section outer plate are connected, a connecting groove is formed between the two, and the rear end of the front section of the upper side beam is inserted into the connecting groove, and then connected to the inner and outer plates of the rear section of the side beam through the connecting piece, so that the rear section inner plate, the front section of the upper side beam and the rear section outer plate form a three-layer ring type structure, which not only facilitates the connection operation between the front section and the rear section of the upper side beam, but also ensures the connection stability between the front section and the rear section of the upper side beam.
[0026] Furthermore, having more connectors at the rear of the side beam's outer panel than at the front allows for higher rigidity at the rear of the upper side beam, improving the stability of the connection between the upper side beam and the vehicle's side panels during a collision and facilitating the rearward distribution of impact forces. The inclusion of hood hinge mounting points on the rear of the side beam's outer panel also facilitates their arrangement and adjustment.
[0027] Another objective of this invention is to provide a vehicle having the front engine compartment side structure as described above.
[0028] The vehicle of this utility model, by setting the aforementioned front engine compartment side structure, is conducive to the molding and preparation of the front engine compartment, which helps to reduce vehicle manufacturing costs and improve vehicle production efficiency, thus having great practicality. Attached Figure Description
[0029] 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:
[0030] Figure 1 This is a schematic diagram of the front cabin side structure according to an embodiment of the present invention;
[0031] Figure 2 for Figure 1 A schematic diagram of the middle section structure;
[0032] Figure 3 for Figure 2 Top view of the structure shown;
[0033] Figure 4 This is a schematic diagram showing the arrangement of the rear section of the upper beam on the die-cast assembly according to an embodiment of the present utility model;
[0034] Figure 5 for Figure 4 A schematic diagram of the structure shown from another perspective;
[0035] Figure 6 This is a schematic diagram of the die-casting assembly described in an embodiment of the present invention;
[0036] Figure 7 This is a schematic diagram of the die-casting assembly described in an embodiment of the present invention from another perspective;
[0037] Figure 8 This is a schematic diagram showing the arrangement of reinforcing ribs on the die-cast assembly according to an embodiment of the present utility model;
[0038] Figure 9The structure schematic view of the rear section of the upper side beam is shown in the embodiment of the utility model.
[0039] Figure 10 The structure schematic view of the rear section of the upper side beam is shown in the embodiment of the utility model.
[0040] Figure 11 The structure schematic view of the rear section of the upper side beam is shown in the embodiment of the utility model.
[0041] Figure 12 The structure schematic view of the rear section of the upper side beam is shown in the embodiment of the utility model.
[0042] Mark explanation:
[0043] 100, die casting assembly;
[0044] 1, cabin upper longitudinal beam; 2, energy absorption box; 3, front anti-collision beam; 4, vehicle body side wall; 5, door sill beam; 6, connecting piece;
[0045] 101, cabin longitudinal beam; 101a, longitudinal beam reinforcing rib; 102, upper side beam front section; 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, upper side longitudinal rear section; 1051, upper side beam rear section inner plate; 1052, upper side beam rear section outer plate; 1053, hood hinge mounting reinforcing plate;
[0046] S, end face; K, connecting groove; M, hood hinge mounting point. Specific implementation
[0047] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.
[0048] In the description of the utility model, it should be noted that if the terms such as 'up', 'down', 'inner', 'outer' and the like indicating the orientation or position relationship appear, it is based on the orientation or position relationship shown in the drawing, and is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as the restriction on the utility model. In addition, if the terms such as 'first','second' and the like appear, they are also only for the description purpose, and cannot be understood as indicating or implying relative importance.
[0049] Moreover, in the description of the utility model, unless otherwise expressly limited, the terms "mounting", "connection", "connecting", "connecting piece" should be understood broadly. For example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate media, or the communication inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood in combination with specific circumstances.
[0050] The utility model will be described in detail below with reference to the drawings and in combination with embodiments.
[0051] Embodiment one
[0052] This embodiment relates to a front engine compartment side structure, which is beneficial to reduce the manufacturing cost of the vehicle by making the engine compartment upper side beam 1 adopt the combined application of die-casting parts and steel sheet metal parts.
[0053] In the related art, the front engine compartment of the vehicle body front part generally adopts a steel sheet metal welding structure, that is, first forming each sub-assembly by stamping, then welding them to form each sub-assembly by welding, and finally welding each sub-assembly together to form an overall front engine compartment structure.
[0054] Using sheet metal welding structure, due to the large number of stamping parts, too many parts need to occupy a large amount of production site and a large amount of labor, and at the same time, it will also make the vehicle production efficiency low, which is not conducive to reducing the manufacturing cost of the vehicle.
[0055] With the development of vehicle body part die-casting technology, the front engine compartment of some vehicle models begins to use die-casting parts. However, taking the engine compartment upper side beam 1 in the front engine compartment as an example, the existing die-casting engine compartment upper side beam 1 generally needs to be connected to the rear body side wall 4 by riveting. Not only is the connection operation inconvenient, but also makes it difficult for the die-casting engine compartment structure to be produced in line with the steel tailor-welded structure of the vehicle body, thereby not conducive to reducing the manufacturing cost of the vehicle.
[0056] In view of the deficiencies of the existing vehicle body manufacturing method, in the front engine compartment side structure of the embodiment, in combination with Figures 1 to 5 As shown in the middle, the overall design includes an engine compartment upper side beam 1, which includes an upper side beam front section 102 and an upper side beam rear section 105 connected to the rear end of the upper side beam front section 102. The upper side beam front section 102 is integrally formed in the die-casting assembly 100 of the front engine compartment side, and the upper side beam rear section 105 adopts a steel structure, and the rear part of the upper side beam rear section 105 forms a connecting end connected to the body side wall 4.
[0057] At this time, as set above, by setting the die casting assembly 100 with the front section 102 of the roof side rail formed on the front engine compartment side, the embodiment can reduce the number of parts of the front engine compartment side, help the forming preparation of the front engine compartment, and also improve the production efficiency of the vehicle. Meanwhile, by setting the rear section 105 of the roof side rail with a steel structure, the front engine compartment structure with the die casting assembly 100 can be produced in line with the steel tailor-welded structure of the vehicle body, so as to reduce the manufacturing cost of the vehicle.
[0058] Based on the above overall introduction, specifically, as a preferred implementation form, as shown in the figure, the die casting assembly 100 of the embodiment can also form the engine compartment longitudinal beam 101 and the front wheel cover plate 103, and part of the front wheel cover plate 103 is also convex to form the front shock tower 1031. Figures 6 to 8
[0059] In this way, by further forming the engine compartment longitudinal beam 101 and the front wheel cover plate 103 in the die casting assembly 100, and forming the front shock tower 1031 on the front wheel cover plate 103, it is obvious that the embodiment not only facilitates the forming of the front shock tower 1031, but also improves the integration of the die casting assembly 100 to reduce the number of parts of the front part of the vehicle body, and helps to better reduce the manufacturing cost.
[0060] In addition, it is worth noting that since the main structure of the left and right sides of the front engine compartment of the vehicle is generally symmetrically arranged, the die casting assembly 100 of one side of the front engine compartment is taken as an example for description.
[0061] In the embodiment, the die casting assembly 100 is die cast, which can be understood that, compared with the existing method of first forming the metal plate in parts and then forming by welding, it not only facilitates the forming of the engine compartment longitudinal beam 101, the front section 102 of the roof side rail and the front wheel cover plate 103. Of course, on the one hand, through alloying and heat treatment in the die casting process, the die casting assembly 100 of the embodiment has high strength and rigidity, which helps to ensure the structural strength of the die casting assembly 100. On the other hand, by using the high production efficiency of the die casting process, the embodiment also helps to further reduce the manufacturing cost of the vehicle.
[0062] In addition, based on the die casting of the die casting assembly 100, it can be understood that, compared with the tailor-welded structure of the metal plate, the die casting assembly 100 of the embodiment also does not have a welding edge structure at the bottom and top of the engine compartment longitudinal beam 101, which greatly increases the Z-direction (up-down direction of the vehicle) cross-sectional size of the engine compartment longitudinal beam 101. The engine compartment longitudinal beam with large cross-sectional size can obtain a large longitudinal beam cavity, thereby increasing the collision energy absorption effect of the engine compartment longitudinal beam 101.
[0063] In this embodiment, as a preferred implementation form, especially based on the die casting of the die casting assembly 100, the die casting assembly 100 can be made of aluminum alloy or magnesium alloy, for example. In this way, the die casting assembly 100 made of aluminum alloy or magnesium alloy can not only ensure the structural performance of the structural body, but also facilitate the weight reduction of the structural body, thereby facilitating the lightweight design of the whole vehicle.
[0064] In specific implementation, the aluminum alloy can be A356, for example, and the magnesium alloy can be AZ91D, for example. It can be understood that, in addition to being able to make the formed die casting assembly 100 have better structural strength and facilitate lightweight, when aluminum alloy or magnesium alloy is used, the formed die casting assembly 100 can also have better corrosion resistance by using the oxide film formed on the surface of the alloy after die casting, thereby further improving the overall quality of the front engine compartment side structure.
[0065] In this embodiment, as shown in Figure 6 As a preferred implementation form, on the basis of the connection of the engine compartment longitudinal beam 101 and the front end of the upper side beam front section 102, the end portions of the engine compartment longitudinal beam 101 and the front end of the upper side beam front section 102 are preferably arranged in the same plane, and the vertical arrangement of the end face s at the end of the front end of the die casting assembly 100 is achieved by the coplanar arrangement of the end portions of the engine compartment longitudinal beam 101 and the front end of the upper side beam front section 102.
[0066] At this time, it can be understood that, by arranging the end portions of the engine compartment longitudinal beam 101 and the front end of the upper side beam front section 102 in the same plane and jointly cutting off at the vertically arranged end face s, compared with the design in which the front end of the engine compartment upper side beam 1 is generally arranged rearward relative to the front end of the engine compartment longitudinal beam 101 in the conventional front engine compartment structure, that is, the design in which the front end of the engine compartment upper side beam 1 is arranged rearward relative to the engine compartment longitudinal beam 101, the embodiment can prevent the formation of a stepped structure at the front end of the die casting assembly 100 due to the rearward arrangement of the front end of the engine compartment upper side beam 1, and thus can avoid the deformation and structural failure of the connection position between the engine compartment longitudinal beam 101 and the upper side beam front section 102 due to the formation of the stepped structure when a collision occurs, thereby facilitating the protection of the rigidity of the front end of the die casting assembly 100 and ensuring the transmission effect of the collision force to the engine compartment longitudinal beam 101 and the engine compartment upper side beam 1 when a vehicle collision occurs.
[0067] It is worth noting that, on the basis of the coplanar arrangement of the end portions of the engine compartment longitudinal beam 101 and the front end of the upper side beam front section 102 and the formation of the vertically arranged end face s, the end face s at the end of the front end of the die casting assembly 100 of the embodiment also constitutes a mounting surface for the installation of the front bumper beam assembly. In specific implementation, still referring to Figures 1 to 3As shown in FIG. 1, the energy absorption box 2 in the front bumper beam assembly can be fixed to the end surface s by the connecting plate at one end thereof, and the front bumper beam 3 in the front bumper beam assembly is connected to the other end of the energy absorption box 2.
[0068] Obviously, by making the end portions of the cabin longitudinal beam 101 and the front end of the front section of the upper side beam 102 coplanar and forming the end surface s, the present embodiment can also provide sufficient installation positions for the front bumper beam assembly at the front end of the die-casting assembly 100. Thus, compared with the conventional manner in which the energy absorption box 2 is connected to 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.
[0069] In the present embodiment, as a preferred implementation form, still referring to Figure 3 As shown in FIG. 1, the front portion of the front section of the upper side beam 102 can be curved gradually from rear to front to the inboard side of the vehicle in the left-right direction of the vehicle.
[0070] In the present embodiment, as a preferred implementation form, still referring to
[0071] In the present embodiment, as a preferred implementation form, still referring to
[0072] In the present embodiment, as a preferred implementation form, still referring to Figures 6 to 8As shown, the cabin longitudinal beam 101 in the die casting assembly 100 can be formed with a longitudinal beam reinforcing rib 101a, the upper side beam front section 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. At the same time, preferably, the above-mentioned longitudinal beam reinforcing rib 101a, side beam reinforcing rib 102a, and wheel cover plate reinforcing rib 103a can each be a rib structure formed directly along the left-right direction of the vehicle.
[0073] At this time, by forming the reinforcing ribs at the positions of the cabin longitudinal beam 101, upper side beam front section 102, and front wheel cover plate 103 in the die casting assembly 100, the structural strength of each position in the die casting assembly 100 can be increased as needed to better ensure the use quality of the die casting assembly 100.
[0074] By making the above-mentioned reinforcing ribs rib structures formed directly along the left-right direction of the vehicle, it can be understood that the die casting assembly 100 can be individually ejected in the Y direction (left-right direction of the vehicle) when die casting, without needing to be ejected in the X direction (front-rear direction of the vehicle) and Z direction (up-down direction of the vehicle), thereby minimizing the tonnage of the ejection press when die casting, allowing the product to be produced using a smaller tonnage press, and thereby helping to reduce manufacturing costs.
[0075] More specifically, the above-mentioned longitudinal beam reinforcing rib 101a, side beam reinforcing rib 102a, and wheel cover plate reinforcing rib 103a are each rib structures formed directly along the left-right direction of the vehicle, i.e., each of the above-mentioned reinforcing ribs is arranged in its entirety along the left-right direction of the vehicle (i.e., the Y direction), and none of these reinforcing ribs is provided with structures such as negative angle structures, ring-shaped rib structures, or other structures that would affect the ejection direction of the press. In this way, since there are no negative angle structures (such as recesses located at the root positions of the rib structures) or ring-shaped rib structures, after the die casting assembly 100 is die cast, the inserts that form the negative angle structures or ring-shaped rib structures do not need to be ejected in the X direction or Z direction, but rather the mold can be opened directly in the Y direction to achieve overall ejection.
[0076] In specific implementation, for the die casting assembly 100 of the present embodiment, by making each of the reinforcing ribs a rib structure formed directly along the left-right direction of the vehicle, the die casting assembly 100 as a whole can be directly ejected in the Y direction after die casting. Therefore, the die casting assembly 100 of the present embodiment can generally use a 4400t press to produce the product, which undoubtedly greatly reduces the energy consumption, shortens the casting time, and reduces the equipment wear and tear costs when die casting, and thereby achieves the effect of reducing manufacturing costs.
[0077] In the embodiment, it is to be noted that the reinforcing ribs on the die casting assembly 100 are all arranged along the rib structure in the vehicle transverse direction, i.e., along the Y direction, and 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 on the die casting assembly 100 can be analyzed by simulation, and then the width, thickness, length and arrangement position of the reinforcing ribs are adjusted according to the simulation analysis result, so that each reinforcing rib can achieve the design effect.
[0078] As shown in Figure 7 and Figure 8 In the embodiment, a shock absorber mounting platform 1031a is formed at 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, 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.
[0079] In specific implementation, the above front shock absorber mounting points can be mounting holes arranged 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 hole arranged on the shock absorber mounting platform 1031a.
[0080] By arranging the lower surface of the shock absorber mounting platform 1031a as 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 the 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 arranged on the wheel cover plate reinforcing ribs 103a can also ensure the structural strength of the front shock tower, especially the reliability of the front shock absorber mounting.
[0081] In the embodiment, continuing to refer to Figure 8 As a preferred implementation form, for the longitudinal beam reinforcing ribs 101a arranged at the cabin longitudinal beam 101 and the beam reinforcing ribs 102a arranged at the front section of the upper beam 102, for example, part of the longitudinal beam reinforcing ribs 101a 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.
[0082] At this time, since the longitudinal beams and upper beams of the engine compartment are the main collision force transmission and energy absorption channels on the front side of the engine compartment, in this embodiment, the reinforcing ribs provided in the longitudinal beams 101 and the front section 102 of the upper beam not only serve as structural reinforcement, but also become force transmission paths and energy absorption structures in the collision force transmission and energy absorption channels, which helps to absorb the collision force and make the collision force better transmitted to the rear side panel 4 and sill beam 5, etc.
[0083] Therefore, it is understandable that making the longitudinal beam stiffeners 101a cross-shaped or honeycomb-shaped can meet the structural reinforcement requirements of the cabin longitudinal beams with large cross-sectional dimensions, while also ensuring the energy absorption effect of the crumple zone after a collision. Similarly, making the side beam stiffeners 102a extend in a W-shape can also meet the structural reinforcement requirements of the cabin upper side beams with smaller cross-sectional dimensions, while also preventing the small compression space after a collision from affecting the energy absorption effect of the cabin upper side beams.
[0084] It should be noted that, regarding the aforementioned cross-shaped, honeycomb-shaped, or W-shaped extension design of the reinforcing ribs, the specific implementation can generally be selected based on the cross-sectional dimensions of the cabin longitudinal beam 101 and the front section 102 of the upper side beam. 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.
[0085] Furthermore, it should be noted that in the front section 102 of the upper side beam in this embodiment, in addition to allowing some of the side beam reinforcing ribs 102a to extend in a W-shape (mainly located at the front part of the front section 102 of the upper side beam), of course, reference is still made to... Figure 8 As shown, taking the rear of the upper beam front section 102 as an example, based on the cross-sectional dimensions of the upper beam front section 102, if the cross-sectional dimensions of the upper beam front section 102 are much smaller than 100mm (such as the part of the upper beam front section 102 corresponding to the front shock absorber tower 1031), or based on the setting position of the side beam reinforcing rib 102a on the upper beam front section 102 (for example, located at the rear end of the upper beam front section 102), the side beam reinforcing rib 102a may not be a W-shaped extension, but may adopt other structural forms.
[0086] In specific implementation, the aforementioned other structural forms can, for example, make the side beam reinforcing rib 102a a vertical rib arranged along the vertical direction of the entire vehicle, and connection points for connecting the rear section 105 of the upper side beam can be formed on these vertical ribs. In addition, besides the side beam reinforcing rib 102a at the front section 102 of the upper side beam which can adopt various structural forms, the wheel cover reinforcing rib 103a provided at the front wheel cover 103 can refer to... Figures 6 to 8As shown in the figure, the partial wheelhouse panel reinforcing ribs 103a are arranged along the up-down direction of the whole vehicle, and are provided through the engine compartment longitudinal beam 101 and the upper side beam front section 102.
[0087] In this way, by using the wheelhouse panel reinforcing ribs 103a which are connected between the engine compartment longitudinal beam 101 and the upper side beam front section 102, not only the structural strength of the front wheelhouse panel itself can be greatly increased, and the support strength between the front wheelhouse panel and the engine compartment longitudinal beam and the engine compartment upper side beam can be increased, but also the wheelhouse panel reinforcing ribs 103a can become the force transmission path between the engine compartment longitudinal beam 101 and the engine compartment upper side beam 1 when the vehicle is in a collision, which is conducive to the transmission and dispersion of the collision force.
[0088] In this embodiment, as shown in the figure, Figures 6 to 8 In this embodiment, as a preferred implementation form, for example, the front subframe mounting bracket 104 can be integrally formed on the bottom of the engine compartment longitudinal beam 101. The front subframe mounting bracket 104 is provided with a front subframe mounting point, and is used to mount the front subframe on the bottom of the front engine compartment.
[0089] At this time, by integrally forming the front subframe mounting bracket 104 on the engine compartment longitudinal beam 101, compared with the split mounting structure of the sheet metal tailor-welding in the traditional vehicle body, using the integrally cast 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 be conducive to improving the NVH (Noise, Vibration, Harshness) performance of the whole vehicle.
[0090] In specific implementation, it is worth noting that the above-mentioned front subframe mounting bracket 104 integrally formed on the bottom of the engine compartment longitudinal beam 101 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 generally located at the torsion box position of the rear part of the front engine compartment.
[0091] 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.
[0092] In this embodiment, by Figure 4 , Figure 5 , and continue to combine Figure 9 and Figure 10As shown, as a preferred implementation form, the rear section 105 of the upper beam may, for example, comprise an inner plate 1051 connected to the inner side of the front section 102 of the upper beam, and an outer plate 1052 connected to the outer side of the front section 102 of the upper beam.
[0093] In this way, the rear section 105 of the upper beam formed by the inner plate 1051 and the outer plate 1052 can ensure the structural strength of the rear section 105 of the upper beam itself, and the connection strength between the upper beam 1 of the cabin and the side wall 4 of the vehicle body. Of course, it should be pointed out that in addition to being formed by the inner plate 1051 and the outer plate 1052, the rear section 105 of the upper beam of the present embodiment can also adopt other sheet metal beam structures that can meet the connection between the upper beam 1 of the cabin and the side wall 4 of the vehicle body, and is not limited thereto.
[0094] In addition, on the basis of the rear section 105 of the upper beam being formed by the inner plate 1051 and the outer plate 1052, further, as a preferred implementation form, the top of the inner plate 1051 and the outer plate 1052 can be connected together, and a connecting groove k can be formed therebetween. At this time, the rear end of the front section 102 of the upper beam is inserted into the connecting groove k, and is fixedly connected to the inner plate 1051 and the outer plate 1052 of the rear section 105 of the upper beam by the connecting member 6.
[0095] It can be understood that by connecting the top of the inner plate 1051 and the outer plate 1052 of the rear section of the upper beam, forming a connecting groove k therebetween, and inserting the rear end of the front section 102 of the upper beam into the connecting groove k, and then connecting the connecting member 6 to the inner and outer plates of the rear section of the upper beam, the present embodiment can form a three-layer ring structure of the inner plate 1051 of the rear section of the upper beam, the front section 102 of the upper beam, and the outer plate 1052 of the rear section of the upper beam. This not only facilitates the connection operation between the front and rear sections of the upper beam, but also ensures the stability of the connection between the front and rear sections of the upper beam.
[0096] It should be pointed out that in specific implementation, the connecting member 6 can adopt a conventional connecting structure that can stably connect sheet metal parts and die-cast parts. And as an exemplary implementation form, the connecting member for connecting the inner plate 1051 of the rear section of the upper beam and the front section 102 of the upper beam can adopt SPR (Self Piercing Rivet), and the connecting member 6 for connecting the outer plate 1052 of the rear section of the upper beam and the front section 102 of the upper beam can adopt a bolt.
[0097] In the present embodiment, as a preferred implementation form, in combination with Figure 11 and Figure 12As shown, in actual implementation, for example, the rear outer plate 1052 of the rear side beam can be made as the main structure of the upper rear side beam 105 connected with the body side wall 4. At this time, for the rear outer plate 1052 of the rear side beam, for example, the connecting member 6 can be arranged at the front and rear portions respectively, and the number of the connecting members 6 arranged at the rear portion of the rear outer plate 1052 of the rear side beam is more than that of the connecting members 6 arranged at the front portion of the rear outer plate 1052 of the rear side beam.
[0098] At this time, by making the number of the connecting members arranged at the rear portion of the rear outer plate 1052 of the rear side beam more than that of the connecting members 6 arranged at the front portion of the rear outer plate 1052 of the rear side beam, it can be understood that the rigidity of the rear portion of the upper rear side beam 1052 can be high, the stability of the connection between the engine compartment upper side beam 1 and the body side wall 4 in the collision can be improved, and the collision force can be dispersed to the rear.
[0099] In the embodiment, as shown in Figure 11 and Figure 12 In actual implementation, the rear inner plate 1051 and the rear outer plate 1052 of the rear side beam can be stamping metal pieces, the shapes of the two can be designed according to the shape of the rear end of the upper front side beam 102, and after the connecting groove k is formed in the rear inner plate 1051 and the rear outer plate 1052 of the rear side beam, the two can form partial wrapping of the rear end of the upper front side beam 102.
[0100] In addition, as a preferred implementation form, in the embodiment, for example, the hood hinge mounting point m can be arranged on the rear outer plate 1052 of the rear side beam. The hood hinge mounting point m can generally be two arranged at intervals, and by arranging the hood hinge mounting point m on the rear outer plate 1052 of the rear side beam, it is obvious that the arrangement of the hood hinge mounting point m can be facilitated, and the adjustment of the position of the hood hinge mounting point m can be facilitated.
[0101] It should be noted that in addition to arranging the hood hinge mounting point m on the rear outer plate 1052 of the rear side beam, it is also feasible to arrange the hood hinge mounting point m on the rear inner plate 1051 of the rear side beam according to design needs. In actual implementation, for example, the hood hinge mounting point m can be composed of a mounting hole formed on the rear outer plate 1052 of the rear side beam and a projection nut fixed at the position of the mounting hole. In addition, in order to ensure the mounting strength of the hood hinge, the hood hinge mounting reinforcing plate 1053 can be arranged on the rear outer plate 1052 of the rear side beam corresponding to the hood hinge mounting point m. The hood hinge mounting reinforcing plate 1053 is also a metal piece and can be welded on the inner side of the rear outer plate 1052 of the rear side beam.
[0102] The front cabin side structure of the embodiment adopts the above design, through setting the die-casting assembly 100 with the upper side beam front section 102 on the front cabin side, and adopting the steel structure of the upper side beam rear section 105, the number of parts of the front cabin side can be reduced, the forming preparation of the front cabin is facilitated, the production efficiency of the vehicle can be improved, meanwhile, the front cabin structure with the die-casting assembly 100 can realize the collinear production of the die-casting cabin structure and the steel tailor-welded body structure through the transition connection of the upper side beam rear section 105, the manufacturing cost of the vehicle can be reduced, and the front cabin structure has good practicability.
[0103] Embodiment two
[0104] The embodiment relates to a vehicle provided with the front cabin side structure in embodiment one.
[0105] The vehicle of the embodiment is facilitated in the forming preparation of the front cabin through the front cabin side structure in embodiment one, the production efficiency of the vehicle can be improved, the manufacturing cost of the vehicle can be reduced, and the vehicle has good practicability.
[0106] 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. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.
Claims
1. A front engine bay side structure, characterized in that: comprising an engine bay upper side beam (1); the engine bay upper side beam (1) comprises an upper side beam front section (102), and an upper side beam rear section (105) connected to the rear end of the upper side beam front section (102); the upper side beam front section (102) is integrally formed in a die-casting assembly (100) of the front engine bay side, and the upper side beam rear section (105) is made of steel structure, and the rear part of the upper side beam rear section (105) forms a connecting end connected with the body side (4).
2. The front engine bay side structure according to claim 1, characterized in that: the die-casting assembly (100) further integrally forms an engine bay longitudinal beam (101) and a front wheel cover plate (103) therein, and part of the front wheel cover plate (103) is upwardly convex to form a front shock tower (1031).
3. The front engine bay side structure according to claim 2, characterized in that: the front end of the engine bay longitudinal beam (101) and the front end of the upper side beam front section (102) are connected together, and the front end of the engine bay longitudinal beam (101) and the front end of the upper side beam front section (102) are cut off on the same end surface (s) arranged vertically.
4. The front engine bay side structure according to claim 2, characterized in that: from the whole vehicle in the upward direction, the front part of the upper side beam front section (102) gradually bends to the inside of the vehicle in the left and right directions of the whole vehicle from rear to front; wherein the front part of the upper side beam front section (102) is the part of the upper side beam front section (102) located on the front side of the front shock tower (1031).
5. The front engine bay side structure according to claim 2, characterized in that: the engine bay longitudinal beam (101) is integrally formed with a longitudinal beam reinforcing rib (101a) in position, and / or the upper side beam front section (102) is integrally formed with a side beam reinforcing rib (102a) in position, and / or the front wheel cover plate (103) is integrally formed with a wheel cover plate reinforcing rib (103a) in position; the longitudinal beam reinforcing rib (101a), the side beam reinforcing rib (102a), and the wheel cover plate reinforcing rib (103a) are all rib structures integrally formed in the left and right directions of the whole vehicle.
6. The front engine bay side structure according to claim 2, characterized in that: the bottom of the engine bay longitudinal beam (101) is integrally formed with a downward convex front subframe mounting bracket (104), and the front subframe mounting bracket (104) is provided with a front subframe mounting point.
7. The front engine bay side structure according to any one of claims 1 to 6, characterized in that: the upper side beam rear section (105) comprises a side beam rear section inner plate (1051) connected to the inner side of the upper side beam front section (102), and a side beam rear section outer plate (1052) connected to the outer side of the upper side beam front section (102).
8. The front engine bay side structure according to claim 7, characterized in that: the top of the side beam rear section inner plate (1051) and the side beam rear section outer plate (1052) are connected together, and a connecting groove (k) is formed between the side beam rear section inner plate (1051) and the side beam rear section outer plate (1052). The rear end of the upper side beam front section (102) is inserted into the connecting groove (k) and is fixed to the side beam rear section inner plate (1051) and the side beam rear section outer plate (1052) by the connecting member (6).
9. The front cabin side structure according to claim 8, characterized in that: The front part and the rear part of the side beam rear section outer plate (1052) are respectively provided with the connecting member (6), and the number of the connecting members (6) located at the rear part of the side beam rear section outer plate (1052) is more than the number of the connecting members (6) located at the front part of the side beam rear section outer plate (1052); and / or, At least the side beam rear section outer plate (1052) is provided with a hood hinge mounting point (m).
10. A vehicle, characterized in that: The vehicle has the front cabin side structure according to any one of claims 1 to 9.