Front cabin support structure and vehicle

Abstract

The utility model relates to a front cabin support structure and vehicle, include: the second crossbeam of front cabin support structure with first crossbeam set up mutually interval, left fork beam, right fork beam are located between first crossbeam and second crossbeam, first crossbeam includes first arch beam section, first left crossbeam section and first right crossbeam section, and first arch beam section is connected between first left crossbeam section and first right crossbeam section, second crossbeam includes second arch beam section, second left crossbeam section and second right crossbeam section, and second arch beam section is connected between second left crossbeam section and second right crossbeam section, one end of left fork beam is connected with first left crossbeam section, and the other end of left fork beam is connected with second left crossbeam section and second arch beam section simultaneously, one end of right fork beam is connected with first right crossbeam section, and the other end of right fork beam is connected with second right crossbeam section and second arch beam section. The front cabin support structure and vehicle of the scheme can reduce the invasion amount of each component of front engine compartment to passenger cabin when the vehicle collision, and further improve the safety of the passenger.

Description

Technical Field

[0001] This application belongs to the field of vehicle front compartment support technology, specifically relating to a front compartment support structure and a vehicle. Background Technology

[0002] Generally, a support structure is installed inside the front engine compartment of a vehicle. This structure connects the left and right shock absorber towers and the front engine compartment baffle near the passenger compartment, forming a triangular brace. During a collision, this triangular brace reduces the compression experienced by the front bulkhead, thus preventing significant deformation and minimizing intrusion into the passenger compartment during frontal and small offset collisions. Ultimately, this reduces occupant injury. Therefore, the support structure inside the front engine compartment plays a crucial role in frontal and small offset collisions.

[0003] However, the current support structure inside the front engine compartment is at risk of insufficient support, which could lead to excessive deformation of the front bulkhead during a frontal collision, resulting in excessive intrusion into the passenger compartment and affecting passenger safety. Summary of the Invention

[0004] The purpose of this invention is to provide a front cabin support structure and vehicle that can reduce the intrusion of various components in the front engine compartment into the passenger compartment when a vehicle collision occurs, thereby improving the safety of the occupants.

[0005] The first aspect of this utility model discloses a forward cabin support structure, comprising: a first crossbeam, a second crossbeam, a left fork beam, and a right fork beam. Along the width direction of the first crossbeam, the second crossbeam is spaced apart from the first crossbeam, and the left fork beam and the right fork beam are located between the first crossbeam and the second crossbeam. The first crossbeam includes a first arch beam segment, a first left crossbeam segment, and a first right crossbeam segment. The first arch beam segment connects the first left crossbeam segment and the first right crossbeam segment, and protrudes from the first left crossbeam segment and the first right crossbeam segment in the thickness direction of the first crossbeam. The second crossbeam comprises a second arch beam segment, a second left crossbeam segment, and a second right crossbeam segment. The second arch beam segment connects the second left crossbeam segment and the second right crossbeam segment, and protrudes from the second left crossbeam segment and the second right crossbeam segment along the thickness direction of the second crossbeam. One end of the left fork beam is connected to the first left crossbeam segment, and the other end of the left fork beam is connected to both the second left crossbeam segment and the second arch beam segment. One end of the right fork beam is connected to the first right crossbeam segment, and the other end of the right fork beam is connected to both the second right crossbeam segment and the second arch beam segment.

[0006] In one exemplary embodiment, along the thickness direction of the second crossbeam or the first crossbeam: the maximum horizontal height of the second arch beam segment is greater than the maximum horizontal height of the first arch beam segment.

[0007] In one exemplary embodiment, the front cabin support structure further includes a front fork beam along the width direction of the first crossbeam: the front fork beam is located on the side of the second arch beam segment away from the first arch beam segment and is disposed corresponding to the area between the left fork beam and the right fork beam; one end of the front fork beam is connected to the second arch beam segment, and the other end of the front fork beam protrudes relative to the second arch beam segment along the thickness direction of the second crossbeam.

[0008] In one exemplary embodiment, the fork beam includes a first intermediate longitudinal beam, a second intermediate longitudinal beam, and a third crossbeam. The first intermediate longitudinal beam and the second intermediate longitudinal beam are located between the third crossbeam and the second arch beam segment, and are connected to the third crossbeam and the second arch beam segment. The first intermediate longitudinal beam and the second intermediate longitudinal beam are spaced apart from each other, and the distance between the first intermediate longitudinal beam and the second intermediate longitudinal beam gradually increases from the third crossbeam toward the second arch beam segment.

[0009] In one exemplary embodiment, the angle between the first intermediate longitudinal beam and the second arch beam segment, and the angle between the second intermediate longitudinal beam and the second arch beam segment, are both greater than 40° and less than 50°.

[0010] In one exemplary embodiment, the left fork beam includes a first left longitudinal beam, a second left longitudinal beam, and a third left longitudinal beam. The first left longitudinal beam is connected to a first left transverse beam segment. One end of the second left longitudinal beam is connected to the first left longitudinal beam, and the other end of the second left longitudinal beam is connected to a second left transverse beam segment. One end of the third left longitudinal beam is connected to the first left longitudinal beam, and the other end of the third left longitudinal beam is connected to a second arch beam segment. The distance between the first left longitudinal beam and the second left longitudinal beam gradually increases from the right fork beam toward the left fork beam. The distance between the second left longitudinal beam and the third left longitudinal beam gradually increases from the first transverse beam toward the second transverse beam.

[0011] In one exemplary embodiment, the included angle between the second left longitudinal beam and the third left longitudinal beam is greater than 65° and less than 80°.

[0012] In one exemplary embodiment, the right fork beam includes a first right longitudinal beam, a second right longitudinal beam, and a third right longitudinal beam. The first right longitudinal beam is connected to a first right transverse beam segment. One end of the second right longitudinal beam is connected to the first right longitudinal beam, and the other end of the second right longitudinal beam is connected to a second arch beam segment. One end of the third right longitudinal beam is connected to the first right longitudinal beam, and the other end of the third right longitudinal beam is connected to the second right transverse beam segment. The distance between the first right longitudinal beam and the third right longitudinal beam gradually increases from the left fork beam toward the right fork beam. The distance between the second right longitudinal beam and the third right longitudinal beam gradually increases from the first transverse beam toward the second transverse beam.

[0013] In one exemplary embodiment, the included angle between the second right longitudinal beam and the third right longitudinal beam is greater than 65° and less than 80°; and / or, the included angle between the second right longitudinal beam and the first crossbeam is greater than 55° and less than 65°; the included angle between the third left longitudinal beam and the first crossbeam is greater than 55° and less than 65°.

[0014] The second aspect of this utility model discloses a vehicle, including a front compartment and the aforementioned front compartment support structure. The front compartment includes a left shock absorber tower and a right shock absorber tower arranged at intervals from each other. The front compartment support structure is located between the left shock absorber tower and the right shock absorber tower. The left fork beam abuts against the left shock absorber tower and is arranged around the left shock absorber tower. The right fork beam abuts against the right shock absorber tower and is arranged around the right shock absorber tower.

[0015] The present invention has the following beneficial effects:

[0016] In this utility model, the front cabin support structure includes a first crossbeam and a second crossbeam. The first crossbeam includes a first arch beam segment, a first left crossbeam segment, and a first right crossbeam segment. The first arch beam segment protrudes from the first left crossbeam segment and the first right crossbeam segment in the thickness direction of the first crossbeam, thereby forming a first crossbeam with an approximately "I" shaped cross-section structure, which can improve the longitudinal torsional resistance of the first crossbeam. The second crossbeam includes a second arch beam segment, a second left crossbeam segment, and a second right crossbeam segment. The second arch beam segment protrudes from the second left crossbeam segment and the second right crossbeam segment in the thickness direction of the second crossbeam, thereby forming a second crossbeam with an approximately "I" shaped cross-section structure, which can improve the longitudinal torsional resistance of the second crossbeam.

[0017] Furthermore, the forward cabin support structure also includes a left fork beam and a right fork beam. One end of the left fork beam is connected to the first left crossbeam segment, and the other end of the left fork beam is connected to both the second left crossbeam segment and the second arch beam segment. One end of the right fork beam is connected to the first left crossbeam segment, and the other end of the right fork beam is connected to both the second left crossbeam segment and the second arch beam segment. This allows the force on the first crossbeam to be distributed and transferred to the second crossbeam to avoid stress concentration and ultimately improve the support strength of the forward cabin support structure.

[0018] In summary, the front cabin support structure, connected between the left and right shock absorber towers and the front engine compartment baffle near the passenger compartment, can stably support the interior space of the front engine compartment and reduce the probability of excessive front deformation during a frontal collision. This, in turn, reduces the intrusion of various components of the front engine compartment into the passenger compartment during a collision, thereby improving occupant safety.

[0019] It should be understood that the above general description and the following detailed description are merely exemplary and illustrative, and do not limit the application. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. The drawings herein are for illustrating the inventive concept of this application and are not entirely equivalent to the structure of the actual product protected by this application.

[0021] Figure 1 A three-dimensional structural diagram of the front cabin support structure assembled behind the front engine compartment is shown in an embodiment of this utility model.

[0022] Figure 2 An embodiment of the present invention is shown. Figure 1 A schematic diagram of the forward cabin support structure assembled behind the forward engine compartment from another perspective.

[0023] Figure 3 An embodiment of the present invention is shown. Figure 1 A side view diagram of the forward cabin support structure assembled behind the forward engine compartment.

[0024] Figure 4 A three-dimensional structural diagram of the front cabin support structure in an embodiment of this utility model is shown.

[0025] Explanation of reference numerals in the attached figures:

[0026] 10. Forward cabin support structure; 11. First crossbeam; 111. First arch beam section; 112. First left crossbeam section; 113. First right crossbeam section; 12. Second crossbeam; 121. Second arch beam section; 122. Second left crossbeam section; 123. Second right crossbeam section; 13. Left fork beam; 131. First left longitudinal beam; 132. Second left longitudinal beam; 133. Third left longitudinal beam; 14. Right fork beam; 141. First right longitudinal beam; 142. Second right longitudinal beam; 143. Third right longitudinal beam; 15. Forward fork beam; 151. First intermediate longitudinal beam; 152. Second intermediate longitudinal beam; 153. Third crossbeam; 20. Left shock absorber tower; 30. Right shock absorber tower; 40. Baffle; 50. Left side enclosure; 60. Right side enclosure; a. Width direction; b. Thickness direction; c. Length direction. Detailed Implementation

[0027] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0028] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0029] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present application, and should not be construed as limiting the present application.

[0030] Combination Figure 1 and Figure 4 As shown, this embodiment provides a front cabin support structure 10. After the front cabin support structure 10 is connected between the left shock absorber tower 20, the right shock absorber tower 30 and the baffle 40 of the front engine compartment near the passenger compartment, it can stably support the interior space of the front engine compartment and reduce the probability of excessive deformation of the front bulkhead during a frontal collision. In this way, it can reduce the intrusion of various components of the front engine compartment into the passenger compartment during a vehicle collision and improve the safety of the occupants.

[0031] Combination Figure 2 and Figure 4 As shown, the forward cabin support structure 10 includes a first crossbeam 11 and a second crossbeam 12. Along the width direction a of the first crossbeam 11, the second crossbeam 12 and the first crossbeam 11 are spaced apart from each other. The first crossbeam 11 includes a first arch beam segment 111, a first left crossbeam segment 112, and a first right crossbeam segment 113. The first arch beam segment 111 connects the first left crossbeam segment 112 and the first right crossbeam segment 113. The first arch beam segment 111 protrudes relative to the first left crossbeam segment 112 and the first right crossbeam segment 113 in the thickness direction b of the first crossbeam 11, thus forming an approximately "U"-shaped cross-sectional structure for the first crossbeam 11, which improves the longitudinal torsional resistance of the first crossbeam 11. Force; The second crossbeam 12 includes a second arch beam segment 121, a second left crossbeam segment 122, and a second right crossbeam segment 123. The second arch beam segment 121 is connected between the second left crossbeam segment 122 and the second right crossbeam segment 123. The second arch beam segment 121 protrudes relative to the second left crossbeam segment 122 and the second right crossbeam segment 123 along the thickness direction b of the second crossbeam 12, thereby forming a second crossbeam 12 with an approximately "U" shaped cross section structure, which can improve the longitudinal torsional resistance of the second crossbeam 12.

[0032] Combination Figures 2 to 4 As shown, the forward cabin support structure 10 also includes a left fork beam 13 and a right fork beam 14. The left fork beam 13 and the right fork beam 14 are spaced apart from each other along the length direction c of the first crossbeam 11 and are both located between the first crossbeam 11 and the second crossbeam 12. The left fork beam 13 is used to connect with the left side panel 50 adjacent to the left shock absorber tower 20 in the forward cabin, and the right fork beam 14 is used to connect with the right side panel 60 adjacent to the right shock absorber tower 30 in the forward cabin.

[0033] In this embodiment, one side of the left fork beam 13 is approximately "arc-shaped". When the left fork beam 13 abuts against the left damping tower 20, it contacts the left damping tower 20 through its "arc-shaped" side, and is arranged around the left damping tower 20, supporting the left damping tower 20 from multiple directions. One side of the right fork beam 14 is also approximately "arc-shaped". When the right fork beam 14 abuts against the right damping tower 30, it contacts the right damping tower 30 through its "arc-shaped" side, and is arranged around the right damping tower 30, supporting the right damping tower 30 from multiple directions.

[0034] Of course, in other embodiments, the side of the left fork beam 13 that contacts the left shock absorber tower 20, and the side of the right fork beam 14 that contacts the right shock absorber tower 30, may not be "arc-shaped". The specific shape can be adapted to the shape of the corresponding left shock absorber tower 20 or right shock absorber tower 30, so that the left fork beam 13 can be arranged around the left shock absorber tower 20 and its side can support the left shock absorber tower 20 in multiple directions; and the right fork beam 14 can be arranged around the right shock absorber tower 30 and its side can support the right shock absorber tower 30 in multiple directions.

[0035] Combination Figures 2 to 4 As shown, one end of the left fork beam 13 is connected to the first left crossbeam segment 112, and the other end of the left fork beam 13 is connected to the second left crossbeam segment 122 and the second arch beam segment 121. This allows the force on the first crossbeam 11 to be distributed and transmitted through the left fork beam 13 to the second left crossbeam segment 122 and the second arch beam segment 121 of the second crossbeam 12, so as to avoid stress concentration and ultimately improve the support strength of the forward cabin support structure 10.

[0036] Combination Figures 2 to 4 As shown, one end of the right fork beam 14 is connected to the first right crossbeam segment 113, and the other end of the right fork beam 14 is connected to the second right crossbeam segment 123 and the second arch beam segment 121. This allows the force on the first crossbeam 11 to be distributed and transmitted through the right fork beam 14 to the second right crossbeam segment 123 and the second arch beam segment 121 of the second crossbeam 12, so as to avoid stress concentration and ultimately improve the support strength of the forward cabin support structure 10.

[0037] Furthermore, since the second left crossbeam segment 122 and the second arch beam segment 121 have different horizontal heights, the left fork beam 13 and the right fork beam 14 can distribute the force on the first crossbeam 11 to the second crossbeam 12 along different horizontal planes, so as to better avoid stress concentration.

[0038] Combination Figures 2 to 4 As shown, along the thickness direction b of the second crossbeam 12 or the first crossbeam 11: the maximum horizontal height of the second arch beam segment 121 is greater than the maximum horizontal height of the first arch beam segment 111, so that after the first arch beam segment 111 is subjected to force, the force is dispersed to areas of different horizontal heights through the left fork beam 13 and the right fork beam 14, thus avoiding stress concentration.

[0039] Furthermore, the front cabin support structure 10 also includes a front fork beam 15. Along the width direction a of the first crossbeam 11, the front fork beam 15 is located on the side of the second arch beam segment 121 away from the first arch beam segment 111, and is positioned in the area between the left fork beam 13 and the right fork beam 14. One end of the front fork beam 15 is connected to the second arch beam segment 121, and the other end of the front fork beam 15 protrudes relative to the second arch beam segment 121 along the thickness direction b of the second crossbeam 12. Therefore, in the process of distributing and transferring the force on the first crossbeam 11 to the second crossbeam 12, and then transferring the force through the second crossbeam 12 to the front fork beam 15, the left fork beam 13 and the right fork beam 14 can further disperse the force along different horizontal planes, so as to better avoid stress concentration.

[0040] It should be understood that after the front cabin support structure 10 is installed on the horizontal plane, the maximum horizontal height of the second arch beam section 121 is greater than the horizontal height of the first arch beam section 111, and the maximum horizontal height of the front fork beam 15 is greater than the maximum horizontal height of the second arch beam section 121.

[0041] In this embodiment, the front fork beam 15 includes a first intermediate longitudinal beam 151, a second intermediate longitudinal beam 152, and a third crossbeam 153. The first intermediate longitudinal beam 151 and the second intermediate longitudinal beam 152 are located between the third crossbeam 153 and the second arch beam section 121, and are connected to the third crossbeam 153 and the second arch beam section 121. The first intermediate longitudinal beam 151 and the second intermediate longitudinal beam 152 are spaced apart from each other, and the distance between the first intermediate longitudinal beam 151 and the second intermediate longitudinal beam 152 gradually increases from the third crossbeam 153 toward the second arch beam section 121, so that when the third crossbeam 153 is connected to the baffle 40 between the front engine compartment and the passenger compartment, and when the baffle 40 transmits the reaction force toward the front compartment support structure 10 after a vehicle collision, the reaction force can be dispersed to the second arch beam section 121, thereby avoiding stress concentration.

[0042] Furthermore, the angle between the first intermediate longitudinal beam 151 and the second arch beam segment 121, and the angle between the second intermediate longitudinal beam 152 and the second arch beam segment 121 are both greater than 40° and less than 50°, so as to better distribute the reaction force to the second arch beam segment 121 when the baffle 40 transmits the reaction force towards the forward cabin support structure 10, thereby avoiding stress concentration.

[0043] Preferably, the angle between the first intermediate longitudinal beam 151 and the second arch beam segment 121, and the angle between the second intermediate longitudinal beam 152 and the second arch beam segment 121, are both 45°. The first intermediate longitudinal beam 151, the second intermediate longitudinal beam 152, the second arch beam segment 121, and the third crossbeam 153 together form an isosceles trapezoidal hollow area. The corners of the isosceles trapezoid can be rounded to provide a smooth transition for the applied forces.

[0044] Furthermore, two mounting points are provided on the third crossbeam 153, which are spaced apart from each other and are both used to connect the baffle 40 by bolts or other connecting parts.

[0045] Combination Figures 1 to 4 As shown, the left fork beam 13 has an approximate "Y" shaped structure.

[0046] For example, the left fork beam 13 includes a first left longitudinal beam 131, a second left longitudinal beam 132, and a third left longitudinal beam 133. The first left longitudinal beam 131 is connected to the first left transverse beam segment 112. One end of the second left longitudinal beam 132 is connected to the first left longitudinal beam 131, and the other end of the second left longitudinal beam 132 is connected to the second left transverse beam segment 122. One end of the third left longitudinal beam 133 is connected to the first left longitudinal beam 131, and the other end of the third left longitudinal beam 133 is connected to the second arch beam segment 121. The distance between the second left longitudinal beam 132 and the third left longitudinal beam 133 gradually increases from the first transverse beam 11 toward the second transverse beam 12, thereby dispersing the force on the first transverse beam 11 to the second transverse beam 12.

[0047] In this embodiment, the included angle between the second left longitudinal beam 132 and the third left longitudinal beam 133 is greater than 65° and less than 80°, so as to better disperse the force.

[0048] Preferably, the included angle between the second left longitudinal beam 132 and the third left longitudinal beam 133 is 72°.

[0049] Furthermore, since the second arch beam section 121 protrudes relative to the second left crossbeam section 122, when the front cabin support structure 10 is on the horizontal plane, the horizontal height of the third left longitudinal beam 133 gradually increases as it extends from the first crossbeam 11 toward the second crossbeam 12.

[0050] Furthermore, the distance between the first left longitudinal beam 131 and the second left longitudinal beam 132 gradually increases from the right fork beam 14 toward the left fork beam 13, forming an approximately "V" shaped side. This makes it easier for the first left longitudinal beam 131 and the second left longitudinal beam 132 to wrap around the left shock absorber tower 20 when they abut against it, and also makes it easier to receive the forces acting on the left shock absorber tower 20 from multiple angles.

[0051] Combination Figures 1 to 4 As shown, the right fork beam 14 is approximately Y-shaped and can be symmetrical with the left fork beam 13 about the center of the front cabin support structure 10, so as to improve the uniformity of the stress distribution of the front cabin support structure 10.

[0052] For example, the right fork beam 14 includes a first right longitudinal beam 141, a second right longitudinal beam 142, and a third right longitudinal beam 143. The first right longitudinal beam 141 is connected to the first right transverse beam segment 113. One end of the second right longitudinal beam 142 is connected to the first right longitudinal beam 141, and the other end of the second right longitudinal beam 142 is connected to the second arch beam segment 121. One end of the third right longitudinal beam 143 is connected to the first right longitudinal beam 141, and the other end of the third right longitudinal beam 143 is connected to the second right transverse beam segment 123. The distance between the first right longitudinal beam 141 and the third right longitudinal beam 143 gradually increases from the left fork beam 13 toward the right fork beam 14. The distance between the second right longitudinal beam 142 and the third right longitudinal beam 143 gradually increases from the first transverse beam 11 toward the second transverse beam 12.

[0053] In this embodiment, the included angle between the second right longitudinal beam 142 and the third right longitudinal beam 143 is greater than 65° and less than 80°, so as to better disperse the force.

[0054] Preferably, the included angle between the second right longitudinal beam 142 and the third right longitudinal beam 143 is 72°.

[0055] It should be understood that the working principle and force principle of the right fork beam 14 can be referred to the working principle and force principle of the left fork beam 13, and will not be repeated here.

[0056] In this embodiment, the included angle between the second right longitudinal beam 142 and the first cross beam 11 is greater than 55° and less than 65°; the included angle between the third left longitudinal beam 133 and the first cross beam 11 is greater than 55° and less than 65°, so as to better disperse the force.

[0057] Preferably, the included angle between the second right longitudinal beam 142 and the first cross beam 11 is 57°; the included angle between the third left longitudinal beam 133 and the first cross beam 11 is also 57°.

[0058] The first arch beam segment 111, the second arch beam segment 121, the second right longitudinal beam 142, and the third left longitudinal beam 133 together form an isosceles trapezoidal hollow area. The corners of the isosceles trapezoid can be rounded to provide a smooth transition for the applied forces.

[0059] In this embodiment, the front cabin support structure 10 is a one-piece cast aluminum structure.

[0060] Combination Figures 1 to 3As shown, this embodiment also includes a vehicle, which includes a front compartment and the aforementioned front compartment support structure 10. The front compartment includes a left shock absorber tower 20 and a right shock absorber tower 30 arranged at intervals from each other. The front compartment support structure 10 is located between the left shock absorber tower 20 and the right shock absorber tower 30. The left fork beam 13 abuts against the left shock absorber tower 20 and is arranged around the left shock absorber tower. The right fork beam 14 abuts against the right shock absorber tower 30 and is arranged around the right shock absorber tower.

[0061] In this embodiment, the 2D outer contour shape of the front cabin support structure 10 is approximately a "pentagon". Among the five vertices of the "pentagon" shaped front cabin support structure 10, the two left vertices are used to connect with the two fixed points of the left shock absorber tower 20, the two right vertices are used to connect with the two fixed points of the right shock absorber tower 30, and the front vertices are used to connect the baffle 40 between the front cabin and the cockpit.

[0062] In summary, compared to the traditional triangular brace structure, the forward cabin support structure 10 in this embodiment has a frame structure and uses a cast aluminum frame, which is structurally strong and lightweight. It also enhances the torsional resistance of the shock absorber tower pack; and the increased force transmission paths strengthen the support of the forward cabin support structure 10 both longitudinally and laterally, thereby reducing the intrusion of components in the forward cabin into the cockpit, increasing occupant safety, and reducing the risk of A-pillar bending deformation under severe conditions such as small offset collisions.

[0063] In this application, unless otherwise expressly specified and limited, the terms "assembly," "connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0064] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. "A plurality of" means two or more, unless otherwise explicitly specified. The terms "some embodiments," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application.

[0065] The illustrative expressions of the terms used above do not necessarily refer to the same embodiments or examples. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, those skilled in the art can combine and integrate the different embodiments or examples described herein, as well as the features of those different embodiments or examples, without contradiction.

[0066] Although embodiments of this application have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application. Therefore, any changes or modifications made in accordance with the claims and description of this application should fall within the scope of the patent coverage of this application.

Claims

1. A forward cabin support structure, characterized in that, include: A first crossbeam, a second crossbeam, a left fork beam, and a right fork beam are arranged along the width direction of the first crossbeam; the second crossbeam is spaced apart from the first crossbeam, and the left fork beam and the right fork beam are located between the first crossbeam and the second crossbeam; wherein, The first crossbeam includes a first arch beam segment, a first left crossbeam segment, and a first right crossbeam segment. The first arch beam segment is connected between the first left crossbeam segment and the first right crossbeam segment. The first arch beam segment protrudes from the first left crossbeam segment and the first right crossbeam segment in the thickness direction of the first crossbeam. The second crossbeam includes a second arch beam segment, a second left crossbeam segment, and a second right crossbeam segment. The second arch beam segment is connected between the second left crossbeam segment and the second right crossbeam segment. The second arch beam segment protrudes relative to the second left crossbeam segment and the second right crossbeam segment along the thickness direction of the second crossbeam. One end of the left fork beam is connected to the first left crossbeam segment, and the other end of the left fork beam is connected to both the second left crossbeam segment and the second arch beam segment. One end of the right fork beam is connected to the first right crossbeam segment, and the other end of the right fork beam is connected to both the second right crossbeam segment and the second arch beam segment.

2. The forward cabin support structure according to claim 1, characterized in that, Along the thickness direction of the second crossbeam or the first crossbeam: the maximum horizontal height of the second arch beam segment is greater than the maximum horizontal height of the first arch beam segment.

3. The forward cabin support structure according to claim 1, characterized in that, The front cabin support structure also includes a front fork beam, which is located along the width direction of the first crossbeam on the side of the second arch beam segment away from the first arch beam segment, and is positioned in the area between the left fork beam and the right fork beam. One end of the front fork beam is connected to the second arch beam section, and the other end of the front fork beam protrudes relative to the second arch beam section along the thickness direction of the second crossbeam.

4. The forward cabin support structure according to claim 3, characterized in that, The fork beam includes a first intermediate longitudinal beam, a second intermediate longitudinal beam, and a third crossbeam. The first intermediate longitudinal beam and the second intermediate longitudinal beam are located between the third crossbeam and the second arch beam segment, and are connected to the third crossbeam and the second arch beam segment. The first intermediate longitudinal beam and the second intermediate longitudinal beam are spaced apart from each other, and the distance between the first intermediate longitudinal beam and the second intermediate longitudinal beam gradually increases from the third crossbeam toward the second arch beam segment.

5. The forward cabin support structure according to claim 4, characterized in that, The angle between the first intermediate longitudinal beam and the second arch beam segment, and the angle between the second intermediate longitudinal beam and the second arch beam segment, are both greater than 40° and less than 50°.

6. The forward cabin support structure according to claim 1, characterized in that, The left fork beam includes a first left longitudinal beam, a second left longitudinal beam, and a third left longitudinal beam. The first left longitudinal beam is connected to the first left transverse beam segment. One end of the second left longitudinal beam is connected to the first left longitudinal beam, and the other end of the second left longitudinal beam is connected to the second left transverse beam segment. One end of the third left longitudinal beam is connected to the first left longitudinal beam, and the other end of the third left longitudinal beam is connected to the second arch beam segment. The distance between the first left longitudinal beam and the second left longitudinal beam gradually increases from the right fork beam toward the left fork beam; The distance between the second left longitudinal beam and the third left longitudinal beam gradually increases from the first crossbeam toward the second crossbeam.

7. The forward cabin support structure according to claim 6, characterized in that, The angle between the second left longitudinal beam and the third left longitudinal beam is greater than 65° and less than 80°.

8. The forward cabin support structure according to claim 6, characterized in that, The right fork beam includes a first right longitudinal beam, a second right longitudinal beam, and a third right longitudinal beam. The first right longitudinal beam is connected to the first right transverse beam segment. One end of the second right longitudinal beam is connected to the first right longitudinal beam, and the other end of the second right longitudinal beam is connected to the second arch beam segment. One end of the third right longitudinal beam is connected to the first right longitudinal beam, and the other end of the third right longitudinal beam is connected to the second right transverse beam segment. The distance between the first right longitudinal beam and the third right longitudinal beam gradually increases from the left fork beam toward the right fork beam; The distance between the second right longitudinal beam and the third right longitudinal beam gradually increases from the first crossbeam toward the second crossbeam.

9. The forward cabin support structure according to claim 8, characterized in that, The angle between the second right longitudinal beam and the third right longitudinal beam is greater than 65° and less than 80°; and / or, The angle between the second right longitudinal beam and the first crossbeam is greater than 55° and less than 65°; the angle between the third left longitudinal beam and the first crossbeam is greater than 55° and less than 65°.

10. A vehicle, characterized in that, The system includes a forward cabin and a forward cabin support structure as described in any one of claims 1-9, wherein the forward cabin includes a left shock absorber tower and a right shock absorber tower arranged at intervals from each other, and the forward cabin support structure is located between the left shock absorber tower and the right shock absorber tower; wherein... The left fork beam abuts against the left damping tower and is arranged around the left damping tower; The right fork beam abuts against the right damping tower and is arranged around the right damping tower.

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