Middle channel, front wall assembly and automobile
By designing a reinforcing rib structure for the central tunnel and front bulkhead components, the problem of insufficient rigidity in the central tunnel was solved, improving the overall rigidity and safety of the vehicle body, reducing vibration and noise, and enhancing the vehicle's comfort and safety performance.
Patent Information
- Application Number
- CN202520650191.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-08
- Publication Date
- 2026-02-17
- Estimated Expiration
- 2035-04-08
AI Technical Summary
The poor rigidity of the car's central tunnel and front bulkhead components affects the overall rigidity of the vehicle body, resulting in insufficient structural bearing capacity during a collision.
A central channel structure is designed, including a top plate and side plates. The front section of the top plate extends forward at an angle, and the rear section extends backward. Multiple staggered reinforcing ribs are set on the rear section of the top plate to connect the flange and the front bulkhead assembly, thereby enhancing the connection strength. The front bulkhead assembly consists of an upper front bulkhead plate and a lower front bulkhead plate, which transmits the collision load to the seat crossbeam through the central channel, thereby improving the overall rigidity.
By strengthening the rib structure and connection methods, the rigidity and bending strength of the central channel are improved, the stability of the vehicle body structure is enhanced, vibration and noise are reduced, NVH performance is improved, and energy is effectively dispersed during a collision, thereby improving safety.
Smart Images
Figure CN223919412U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle body technology, and in particular to a center tunnel, front bulkhead assembly, and automobile. Background Technology
[0002] The rigidity of thin sheet metal structures such as the central tunnel and front bulkhead of a car is relatively poor. When the vehicle is involved in a collision, the low rigidity of the central tunnel and the structure of the central tunnel and front bulkhead are insufficient to withstand the collision load, which affects the overall rigidity of the vehicle body. Utility Model Content
[0003] The purpose of this invention is to solve the problem of low stiffness of the central tunnel in automobiles, which affects the overall stiffness of the vehicle body.
[0004] To address the aforementioned issues, this utility model proposes a central channel, comprising a top plate and two side plates, with the two side plates respectively connected to opposite sides of the top plate. The top plate includes a front section and a rear section connected to the front section. The front section extends obliquely forward of the vehicle from one end near the rear section, serving to connect to the front bulkhead assembly. The rear section extends backward of the vehicle from one end near the front section, serving to connect to the seat crossbeam. The rear section is provided with a first reinforcing rib extending along the length or width of the rear section.
[0005] Optionally, a second reinforcing rib is provided at the rear section of the top slab, and the second reinforcing rib is staggered with the first reinforcing rib.
[0006] Optionally, the number of first reinforcing ribs and second reinforcing ribs is at least two, with at least two first reinforcing ribs spaced apart along the length direction of the rear section of the top plate and at least two second reinforcing ribs spaced apart along the width direction of the rear section of the top plate.
[0007] Optionally, the front section of the top plate is provided with a third reinforcing rib, which extends along the width direction of the front section of the top plate.
[0008] Optionally, a portion of the central channel is recessed relative to the other portion to form a clearance groove for avoiding fasteners.
[0009] Optionally, the side panel bends and extends from its end away from the top panel to form a connecting flange, which is used to connect the front bulkhead assembly.
[0010] Optionally, the middle portion of the rear section of the top plate is recessed relative to its edge portion to form a reinforcing portion, and both the first reinforcing rib and the second reinforcing rib are at least partially located in the reinforcing portion.
[0011] This utility model also proposes a front enclosure assembly, including a front upper panel and a front lower panel, and a central channel as described in any one of the claims. The front upper panel is fixedly connected to the end of the front section of the top panel away from the rear section of the top panel. There are two front lower panels, which are respectively connected to two opposite sides of the central channel.
[0012] Optionally, a fourth reinforcing rib is provided in the area of the upper front panel near the central channel.
[0013] This utility model also proposes an automobile including the aforementioned front fascia assembly.
[0014] Compared with the prior art, the technical solution of this utility model has the following advantages: The central channel of this utility model extends from the front end of the roof panel near the rear end of the roof panel towards the front of the car, and the rear end of the roof panel extends from the front end of the roof panel towards the rear of the car. When the vehicle is involved in a collision, it is beneficial to transfer the collision load on the front bulkhead assembly to the seat crossbeam through the central channel. The first reinforcing rib provided in the rear end of the roof panel helps to improve rigidity, thereby improving the overall rigidity of the vehicle body. Attached Figure Description
[0015] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0016] Figure 1 This is a first-view assembly diagram of the central channel and front bulkhead assembly of this utility model.
[0017] Figure 2 This is a second-view assembly diagram of the central channel and front bulkhead assembly of this utility model.
[0018] Figure 3 This is a first-view structural schematic diagram of the central channel of this utility model.
[0019] Figure 4 This is a structural schematic diagram of the central channel of this utility model from a second perspective.
[0020] Figure 5 This is a structural schematic diagram of the central channel of this utility model from a third-view perspective.
[0021] In the picture:
[0022] 1-Central channel; 11-Top plate; 111-Front section of top plate; 112-Rear section of top plate; 113-Reinforcing part; 12-Side plate; 121-Connecting flange; 13-First reinforcing rib; 14-Second reinforcing rib; 15-Third reinforcing rib; 16-Allowing groove; 114-Main positioning hole; 115-Secondary positioning hole;
[0023] 2-Front panel assembly; 21-Upper front panel; 211-Connecting plate; 212-Fourth reinforcing rib; 22-Lower front panel; 221-Reinforcing protrusion. Detailed Implementation
[0024] The specific embodiments of this utility model will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some, not all, of the embodiments of this utility model. Based on the description of this utility model, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this utility model.
[0025] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connection," "setting," "installation," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can mean that two components are internally connected. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.
[0026] The terms “upper,” “lower,” “left,” “right,” “front,” “back,” “center,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of description and simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.
[0027] The terms “first”, “second”, etc., are used merely to distinguish elements with similar properties, not to indicate or imply relative importance or a specific order.
[0028] The terms “including,” “comprising,” or any other variations thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.
[0029] The terms "an embodiment," "as an example," or "in an example," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which may be included in at least one embodiment or example of this application. These illustrative expressions do not necessarily refer to the same embodiment, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Where there is no conflict, the embodiments and features described in these embodiments can be combined in a suitable manner.
[0030] Please see Figure 1 and Figure 2 This utility model provides an automobile, including a central tunnel 1, a front bulkhead assembly 2, and a seat crossbeam (not shown). Optionally, the front bulkhead assembly 2 includes an upper front bulkhead plate 21 and two lower front bulkhead plates 22. The two lower front bulkhead plates 22 are connected to the same side of the upper front bulkhead plate 21 and are respectively fixedly connected to the two opposite sides of the central tunnel 1. The front end of the central tunnel 1 extends obliquely forward towards the front of the automobile and is connected to the upper front bulkhead plate 21. The rear end of the central tunnel 1 extends backward towards the rear of the automobile and is connected to the seat crossbeam. When the automobile is involved in a collision, the collision load on the front longitudinal beam of the automobile can be transferred to the central tunnel 1 through the front bulkhead assembly 2, and then transferred to the seat crossbeam through the central tunnel 1, which helps to disperse the energy generated by the collision.
[0031] In some embodiments, the cross-section of the central channel 1 is approximately "U"-shaped. Specifically, the central channel 1 includes a top plate 11 and two side plates 12. The two side plates 12 are connected to two opposite sides of the top plate 11. Specifically, the two side plates 12 are connected to both sides of the top plate 11 along the left-right direction of the vehicle and are located on the side of the top plate 11 closer to the lower front bulkhead 22. The two ends of the top plate 11 and the two side plates 12 along the front-rear direction of the vehicle are respectively connected to the upper front bulkhead 21 and the seat crossbeam. The ends of the two side plates 12 away from the top plate 11 are connected to the lower front bulkhead 22. Optionally, the side plates 12 bend and extend from their ends away from the top plate 11 to form connecting flanges 121. The central channel 1 is fixedly connected to the lower front bulkhead 22 through the connecting flanges 121. The connecting flanges 121 can increase the contact area, thereby improving the connection strength. All the above plates can be fixedly connected to related components by welding, riveting, or fasteners.
[0032] Please see Figure 3-5 In one embodiment, the roof panel 11 includes a front section 111 and a rear section 112, wherein the rear section 112 extends rearward from one end near the front section 111 toward the rear of the vehicle, and the front section 111 extends obliquely forward from one end near the rear section 112 toward the front of the vehicle. Optionally, the front section 111 extends obliquely upward from one end near the rear section 112 toward the front of the vehicle. When the vehicle is involved in a collision, this facilitates the transfer of the collision load on the front bulkhead assembly to the seat crossbeam through the central channel and guides the collision force to the bottom of the vehicle, reducing the impact on the passenger compartment and thus improving safety. Optionally, the front section 111 and the rear section 112 are integrally formed, or the front section 111 is fixedly connected to the rear section 112 by at least one of the following connection methods: welding, riveting, and fastener connection.
[0033] Furthermore, each side panel 12 includes a front section and a rear section, which are respectively connected to one side of the front section 111 and the rear section 112 of the roof panel. The front section extends obliquely forward of the vehicle from the end near the rear section and connects to the upper front panel 21, while the rear section extends backward of the vehicle from the end near the front section and connects to the seat crossbeam. Specifically, the front and rear sections are integrally formed, or the front section is fixedly connected to the rear section by welding, riveting, or fasteners.
[0034] In some embodiments, the rear section 112 of the top plate is provided with a first reinforcing rib 13, which extends along the length or width of the rear section 112. Optionally, the rear section 112 of the top plate is also provided with a second reinforcing rib 14, which is staggered with the first reinforcing rib 13. The staggered arrangement of the second reinforcing rib 14 and the first reinforcing rib 13 helps to adapt to different scenarios such as frontal collision, offset collision and side collision, thereby improving safety.
[0035] See Figure 3 In a specific example provided in this embodiment, there are two first reinforcing ribs 13 and two second reinforcing ribs 14. The two first reinforcing ribs 13 extend along the width direction of the top plate 11 and are spaced apart along the length direction of the rear section 112 of the top plate. The two second reinforcing ribs 14 are staggered with the two first reinforcing ribs 11 and are spaced apart along the width direction of the rear section 112 of the top plate. The two ends of the two first reinforcing ribs 13 extend beyond the corresponding ends of the second reinforcing ribs 14. The two ends of the two second reinforcing ribs 14 are connected to the corresponding ends of the first reinforcing ribs 13 and do not extend beyond the first reinforcing ribs 13, forming a transmission loop.
[0036] It is understandable that when an impact is transmitted to the central channel of the vehicle body, energy is absorbed and transmitted through the transmission loop formed by the first reinforcing rib 13 and the second reinforcing rib 14, thereby increasing the stiffness of the central channel and thus the stiffness of the vehicle body. It should be noted that this application does not limit the number of the first reinforcing rib 13 and the second reinforcing rib 14.
[0037] In some embodiments, a third reinforcing rib 15 is provided on the front section 111 of the top plate, and the third reinforcing rib 15 extends along the width direction of the front section 111 of the top plate. Optionally, the third reinforcing rib 15 is located approximately in the middle region along the length direction of the front section 111 of the top plate, thereby improving the rigidity and strength of the front section 111 of the top plate.
[0038] Understandably, the first reinforcing rib 13, the second reinforcing rib 14, and the third reinforcing rib 15 can increase the stiffness and bending strength of the central channel 1, thereby improving the stability of the vehicle body structure, reducing noise caused by vibration, improving comfort, and enhancing NVH performance. Furthermore, in the event of a collision, these reinforcing ribs can absorb and disperse collision energy under impact loads, thus improving safety.
[0039] Please continue reading. Figure 4 Optionally, the middle portion of the rear section 112 of the top plate is recessed relative to its edge portion towards the lower plate 22 to form a reinforcing portion 113, and the first reinforcing rib 13 and the second reinforcing rib 14 are both at least partially located in the reinforcing portion 113, further improving the structural strength and rigidity.
[0040] Please continue reading. Figure 1 In one embodiment, a fourth reinforcing rib 212 is provided in the region of the upper front panel 21 near the central channel 1. The front panel assembly 2 also includes a connecting plate 211. Specifically, the connecting plate 211 is located at one end of the upper front panel 21 near the lower front panel 22. In one embodiment, the upper front panel 21 is bent and extended from the end near the lower front panel 22 to form the connecting plate 211. A fourth reinforcing rib 212 is provided at the junction of the upper front panel 21 and the connecting plate 211. The fourth reinforcing rib 212 is located in the region of the upper front panel 21 near the connecting plate 211. Optionally, the fourth reinforcing rib 212 is generally arc-shaped or "V"-shaped. Preferably, there are two fourth reinforcing ribs 212, which are respectively located in the regions of the upper front panel 21 near the two side panels 12. This helps to evenly distribute stress at the junction of the upper front panel 21 and the connecting plate 211, reduce stress concentration, enhance the stiffness and strength of the junction, and thus improve structural stability. Optionally, both lower front panels 22 are provided with reinforcing protrusions 221, which are distributed approximately symmetrically on two opposite sides of the top panel 11 to enhance the rigidity and strength of the front panel assembly 2.
[0041] See Figure 3 In one embodiment, the central channel 1 is provided with a relief groove 16 for avoiding fasteners. Specifically, the relief groove 16 is formed by a portion of the central channel 1 being recessed relative to another portion, thereby ensuring the rigidity and strength of the central channel 1 while avoiding fasteners.
[0042] Please see Figure 3The top plate 11 of the central channel 1 is provided with a main positioning hole 114 and a secondary positioning hole 115. One of the main positioning hole 114 and the secondary positioning hole 115 is located in the front section 111 of the top plate, and the other is located in the rear section 112 of the top plate. Optionally, the main positioning hole 114 is located at the end of the rear section 112 of the top plate away from the middle section of the top plate 11, and the secondary positioning hole 115 is located at the end of the front section 111 of the top plate away from the middle section of the top plate 11. Optionally, the main positioning hole 114 and the secondary positioning hole 115 are respectively a circular hole and an oblong hole. The circular main positioning hole 114 can provide a fixed reference point and improve assembly accuracy. The oblong secondary positioning hole 115, due to its certain length, can absorb tolerance errors during manufacturing and assembly. In addition, the oblong secondary positioning hole 115 facilitates installation.
[0043] The above description is only a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.
Claims
1. A central channel, characterized in that, The device includes a top plate (11) and two side plates (12), the two side plates (12) being connected to opposite sides of the top plate (11). The top plate (11) includes a front section (111) and a rear section (112) connected to the front section (111). The front section (111) extends obliquely forward of the vehicle from one end near the rear section (112) for connecting the front bulkhead assembly (2). The rear section (112) extends backward of the vehicle from one end near the front section (111) for connecting the seat crossbeam. The rear section (112) is provided with a first reinforcing rib (13) extending along the length or width direction of the rear section (112).
2. The central channel according to claim 1, characterized in that: The rear section (112) of the top plate is also provided with a second reinforcing rib (14), which is staggered with the first reinforcing rib (13).
3. The central channel according to claim 2, characterized in that: The number of the first reinforcing rib (13) and the second reinforcing rib (14) is at least two. At least two of the first reinforcing ribs (13) are spaced apart along the length direction of the rear section (112) of the top plate, and at least two of the second reinforcing ribs (14) are spaced apart along the width direction of the rear section (112) of the top plate.
4. The central channel according to claim 1, characterized in that: The front section (111) of the top plate is provided with a third reinforcing rib (15), which extends along the width direction of the front section (111) of the top plate.
5. The central channel according to claim 1, characterized in that: A portion of the central channel (1) is recessed relative to the other portion to form a clearance groove (16) for avoiding fasteners.
6. The central channel according to claim 1, characterized in that: The side panel (12) bends and extends from its end away from the top panel (11) to form a connecting flange (121), which is used to connect the front assembly (2).
7. The central channel according to claim 3, characterized in that: The middle portion of the rear section (112) of the top plate is recessed relative to its edge portion to form a reinforcing portion (113), and the first reinforcing rib (13) and the second reinforcing rib (14) are both at least partially located in the reinforcing portion (113).
8. A front panel assembly, characterized in that: It includes a front upper panel (21) and a front lower panel (22) as well as a central channel (1) as described in any one of claims 1 to 7. The front upper panel (21) is fixedly connected to the end of the front section (111) of the top panel away from the rear section (112) of the top panel. There are two front lower panels (22), and the two front lower panels (22) are respectively connected to two opposite sides of the central channel (1).
9. The front fascia assembly according to claim 8, characterized in that: The front upper plate (21) is provided with a fourth reinforcing rib (212) in the area near the central channel (1).
10. A car, characterized in that: Includes the front fascia assembly as described in claim 8 or 9.