A support structure for a front windshield cross beam, a cowl assembly, and a vehicle

Abstract

The application relates to a support structure for a front windshield lower cross beam, a front wall assembly and a vehicle, and belongs to the technical field of the front windshield lower cross beam. The support structure is arranged between the front windshield lower cross beam and a front wall cross beam and is used for supporting the front windshield lower cross beam. The support structure comprises a support plate and a support part. The support plate is connected to the side of the front windshield lower cross beam close to the front wall cross beam. One end of the support part is located at the side of the support plate close to the front wall cross beam, and the other end of the support part extends towards the front wall cross beam and is fixedly connected to the front wall cross beam. The support structure arranged between the front windshield lower cross beam and the front wall cross beam can timely disperse and transmit the stress concentrated in the local front windshield lower cross beam to the front wall cross beam through the support plate and the support part, so that the structural strength of the front windshield lower cross beam is improved.

Description

Technical Field

[0001] This application relates to the field of front windshield lower crossbeam technology, and more particularly to a support structure for the front windshield lower crossbeam, a front bulkhead assembly, and a vehicle. Background Technology

[0002] As people's living standards improve, automobiles, as a basic means of transportation, are increasingly used in daily life. People are also paying more attention to the safety performance of vehicles, especially the core driver's cabin area. The windshield, as a key load-bearing structure, has its stability become a core focus of safety design. In existing technologies, the sheet metal rigidity of the lower windshield beam is relatively weak, providing insufficient support for the windshield. In the event of a collision or other accidents, the windshield is prone to breakage, threatening the lives of the occupants. Utility Model Content

[0003] This application addresses, to at least some extent, one of the technical problems in the related art.

[0004] Therefore, this application aims to provide a support structure for the lower crossbeam of the windshield, a front bulkhead assembly, and a vehicle. The purpose is to strengthen the support between the lower crossbeam of the windshield and the front bulkhead by setting a support structure between them. This allows stress concentrated in a localized area of ​​the lower crossbeam to be promptly distributed and transferred to the front bulkhead through the support structure. This addresses the problem in the prior art where the lower crossbeam of the windshield lacks structural strength and provides insufficient support for the windshield, leading to easy breakage and sharding of the windshield during a collision, posing a threat to the life and health of the driver and passengers. By improving the structural strength of the lower crossbeam of the windshield, the application aims to protect the life and health of the driver and passengers.

[0005] To achieve the above objectives, in a first aspect, this application provides a support structure for the lower crossbeam of the front windshield, the support structure being disposed between the lower crossbeam of the front windshield and the front bulkhead crossbeam, for supporting the lower crossbeam of the front windshield; the support structure includes: A support plate, wherein the support plate is connected to the side of the lower crossbeam of the front windshield near the front bulkhead crossbeam; The support portion has one end located on the side of the support plate near the front crossbeam, and the other end of the support portion extends toward the front crossbeam and is fixedly connected to the front crossbeam.

[0006] In the technical solution, by setting a support structure between the lower crossbeam of the front windshield and the front beam, the stress is transferred to the support plate located in the middle of the lower crossbeam of the front windshield in the horizontal direction; in the vertical direction, the stress distributed on the support plate is transferred downward to the front beam through the support part, thereby achieving further dispersion and transfer of the stress, reducing the stress concentrated on the lower crossbeam of the front windshield, and further increasing the structural strength of the lower crossbeam of the front windshield.

[0007] In some embodiments of this application, the length direction of the support plate is the same as the length direction of the lower crossbeam of the front windshield, and the support plate is bent at both ends to form a certain arc. The opening direction of the curvature of the support plate faces one side of the front crossbeam.

[0008] In the technical solution, by defining the overall shape of the support plate as arc, the vertical pressure of the lower crossbeam of the front windshield, which was originally concentrated, is decomposed and transmitted to both ends of the support plate through its geometric shape, so that it can be further transmitted to the front crossbeam below through the support part. At the same time, the arc structure can greatly improve the deformation resistance of the support plate, thereby improving the structural strength of the support structure.

[0009] In some embodiments of this application, the support portion includes a first support beam and a second support beam; The length directions of the first support beam and the second support beam form an angle.

[0010] In the technical solution, by limiting the distance between the first support beam and the second support beam, an angle is formed between the straight lines extending from the first support beam and the second support beam. Since both the first support beam and the second support beam are connected to the front crossbeam, the three form a triangular structure. Because the triangular structure has extremely strong stability, the support part achieves the strongest support stability for the lower crossbeam of the front windshield.

[0011] In some embodiments of this application, the length direction of the first support beam is perpendicular to the length direction of the lower crossbeam of the windshield.

[0012] In the technical solution, by limiting the first support beam to be perpendicular to the lower crossbeam of the front windshield, the first support beam, the front crossbeam, and the lower crossbeam of the front windshield form an I-shaped structure along their length, which reduces the stress transmission path and shortens the stress transmission time. This allows the first support beam to directly support the front crossbeam and the lower crossbeam of the front windshield, thereby improving the connection strength between the front crossbeam and the lower crossbeam of the front windshield.

[0013] In some embodiments of this application, the length direction of the second support beam forms an angle with the length direction of the first support beam, and the second support beam tilts away from the first support beam from one end near the lower crossbeam of the front windshield to the end near the front crossbeam.

[0014] In this technical solution, by defining the angle between the length direction of the second support beam and the length direction of the first support beam, the second support beam is positioned at an angle relative to the first support beam, thus being positioned at an angle between the lower crossbeam of the windshield and the reinforcement component. This angled arrangement of the second support beam decomposes the stress concentrated on the support plate into horizontal and vertical components, thereby improving the stress dispersion efficiency on the support plate.

[0015] In some embodiments of this application, the support structure further includes a connecting portion, the connecting portion comprising: The first flange is disposed on the side of the support plate near the front crossbeam; The second flange is disposed on the side of the first support beam near the support plate, and the second flange is connected to the first flange. The third flange is disposed on the side of the second support beam near the support plate, and the third flange is connected to the first flange.

[0016] In the technical solution, by setting a first flange, a second flange, and a third flange, and limiting the second flange and the third flange to abut against the first flange, the fastener can simultaneously fix the first support beam and the second support beam to the support plate, thereby improving production and assembly efficiency.

[0017] In some embodiments of this application, a reinforcing component is further included, the reinforcing component being disposed at opposite ends of the front crossbeam, the reinforcing component being used to provide a support strength basis for the installation of the support portion and the support plate, the reinforcing component comprising: The first longitudinal beam, one end of which is fixedly connected to the side wall of the front crossbeam; The second longitudinal beam has one end fixedly connected to the side wall of the front crossbeam; the second longitudinal beam and the first longitudinal beam are located at opposite ends of the front crossbeam.

[0018] In the technical solution, by defining the positional relationship between the front crossbeam, the first longitudinal beam, and the second longitudinal beam, the front crossbeam, the first longitudinal beam, and the second longitudinal beam form an enclosing shape when a collision occurs in front of the vehicle, protecting the driver and passengers located at the front of the vehicle. At the same time, it provides a supporting foundation for the supporting structure, facilitating the installation of the supporting structure and the lower crossbeam of the windshield.

[0019] In some embodiments of this application, the length direction of the first longitudinal beam is the same as that of the second longitudinal beam; the length direction of the first longitudinal beam is perpendicular to the length direction of the front crossbeam.

[0020] In the technical solution, by defining the relative positions of the first longitudinal beam, the second longitudinal beam, and the front crossbeam, the first longitudinal beam, the second longitudinal beam, and the front crossbeam are connected to form an I-shaped structure. The I-shaped structure increases the bending stiffness of the front crossbeam by a factor of two, thereby further improving the structural stability of the support portion set on the front crossbeam.

[0021] In a second aspect, this application provides a front bulkhead assembly, including a support structure for the lower crossbeam of the front windshield as described above. The front bulkhead assembly includes a front bulkhead panel located between the lower crossbeam of the front windshield and the front bulkhead crossbeam, and the support portion is fixedly connected to one side of the front bulkhead panel.

[0022] In the technical solution, by defining the position of the front bulkhead, the lower crossbeam of the front windshield becomes the upper boundary of the front bulkhead, and the front crossbeam becomes the lower boundary of the front bulkhead. When a collision occurs at the front of the vehicle, the lower crossbeam of the front windshield, the front bulkhead, the supporting structure, and the front crossbeam form a barrier to withstand the impact force, thereby protecting the health and safety of the driver and passengers inside the vehicle.

[0023] Thirdly, this application provides a vehicle, including: The vehicle body is provided with a front bulkhead assembly as described above.

[0024] In the technical solution, by installing a front bulkhead assembly on the vehicle body, the front bulkhead assembly can protect the internal space structure at the front of the vehicle in the event of a collision or other accident, reducing the risk of deformation and thus protecting the health and safety of the driver and passengers.

[0025] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0026] Figure 1 This is a top view of the overall structure according to the embodiments of this application; Figure 2 This is a front view of the overall structure according to the embodiments of this application; Figure 3 This is a front view of the overall structure of the support structure according to the embodiments of this application; Figure 4 This is a side view of the overall structure of the support structure according to the embodiments of this application; Figure 5This is a side view of the overall structure of the connecting portion according to an embodiment of this application; Figure 6 This is a schematic diagram of the reinforcement component and the front crossbeam according to the embodiment of this application; Figure 7 This is a schematic diagram of the overall structure of the reinforcement component according to an embodiment of this application.

[0027] In the above figures: 100, lower crossbeam of the front windshield; 200, supporting structure; 210, supporting plate; 220, supporting part; 221, first supporting beam; 222, second supporting beam; 230, connecting part; 231, first flange; 232, second flange; 233, third flange; 300, front crossbeam; 400, reinforcing component; 401, first longitudinal beam; 402, second longitudinal beam; 500, front panel; 600, front cover plate. Detailed Implementation

[0028] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, 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, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," 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, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0029] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that with the continuous development of the social economy and the significant improvement in residents' quality of life, automobiles, as a basic means of transportation, are closely related to people's travel and daily lives. In the automotive industry, this shift in travel patterns has led to a gradual increase in people's attention to the core safety performance of vehicles. When purchasing a vehicle, the driver's cabin area, as a crucial barrier protecting occupants, is increasingly attracting attention.

[0030] In existing technologies, the windshield area, located at the forefront of the cockpit, plays a crucial role in maintaining the overall rigidity of the vehicle body and has gradually evolved into a vital load-bearing structural node in vehicle passive safety design. However, due to the relatively weak sheet metal rigidity of the lower windshield crossbeam, it provides insufficient support for the windshield in the event of a collision or other accident. Furthermore, due to styling requirements, the windshield's mounting position is shifted rearward relative to the main front bulkhead, causing the lower windshield crossbeam to lose its direct rigid connection to the underlying vehicle structure, creating a suspended section lacking effective support. This structural change forces the windshield load, which should have been distributed across a larger support surface, to be highly concentrated in this suspended section, resulting in a sharp increase in the local load in this area.

[0031] Therefore, in the event of a collision or other unexpected situation, the supporting structure in the suspended section cannot effectively absorb and transfer energy, further increasing the risk of breakage at the stress concentration point on the edge of the windshield. This causes the flying glass fragments to directly constitute a secondary source of injury, posing a serious threat to the life and health of the occupants.

[0032] Based on this, this application proposes a support structure for the lower crossbeam of the windshield and a front bulkhead assembly, a vehicle. By setting a support structure between the lower crossbeam of the windshield and the front bulkhead crossbeam, the support structure can disperse and transfer the pressure borne by the lower crossbeam of the windshield to the front bulkhead crossbeam, thereby reducing the possibility of stress concentration at a certain point on the lower crossbeam of the windshield, thereby increasing the overall strength of the lower crossbeam of the windshield and increasing the supporting force of the lower crossbeam of the windshield on the windshield glass.

[0033] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0034] As attached Figures 1 to 3 As shown in an illustrative embodiment of a support structure for a lower windshield crossbeam according to this application, the support structure 200 is disposed between the lower windshield crossbeam 100 and the front bulkhead crossbeam 300, and is used to support the lower windshield crossbeam 100. The lower windshield crossbeam 100 is generally installed between the A-pillars at both ends of the vehicle, and the windshield glass is positioned above the lower windshield crossbeam 100 and connected to the upper surface of the lower windshield crossbeam 100 by adhesive. The lower windshield crossbeam 100 is mainly used to bear the weight of the windshield glass and wind pressure loads to protect the safety of the driver and passengers.

[0035] In some embodiments, the front crossbeam 300 is located on the side of the lower windshield crossbeam 100 closer to the ground. The front crossbeam 300 is mainly used to reduce the probability of cabin deformation and improve the structural rigidity of the lower windshield crossbeam 100 and the support structure 200 when the vehicle is involved in a collision.

[0036] In some embodiments, in the horizontal direction, since the lower windshield crossbeam 100 is connected to the left and right A-pillars on both sides, the pressure exerted by the windshield glass on the lower windshield crossbeam 100 is mainly concentrated in the central region of the lower windshield crossbeam 100. The support structure 200 is located in the middle of the lower windshield crossbeam 100 to increase the connection strength between the lower windshield crossbeam 100 and the front bulkhead crossbeam 300. The support structure 200 disperses and transfers the pressure borne by the lower windshield crossbeam 100 to the front bulkhead crossbeam 300, thereby reducing stress concentration in the middle of the lower windshield crossbeam 100, increasing the structural strength of the lower windshield crossbeam 100, and improving its structural stability.

[0037] In some embodiments, refer to Figure 1 and Figure 3The support structure 200 includes a support plate 210, which is located on the side of the lower windshield crossbeam 100 near the front bulkhead crossbeam 300. The support plate 210 is arranged along the length of the lower windshield crossbeam 100. By setting the support plate 210 in the middle of the lower windshield crossbeam 100, the stress concentrated in the middle of the lower windshield crossbeam 100 is transferred to the support plate 210 and further diffused to both ends of the support plate 210 through its extension direction, thereby dispersing the stress and enhancing the structural strength of the lower windshield crossbeam 100.

[0038] In some embodiments, the support structure 200 includes a support portion 220 located on the side of the support plate 210 near the front crossbeam 300. The support portion 220 extends toward the front crossbeam 300 and connects to it. Let the length direction of the lower windshield crossbeam 100 be the first direction, and the length direction of the support plate 210 also be the first direction. In three-dimensional space, since the front crossbeam 300 is located below the lower windshield crossbeam 100, let the plane formed by the intersection of the length direction of the first support beam 221 and the first direction be the first plane. In the first plane, the extension direction of the support portion 220 is perpendicular to the first direction. The extension direction of the support portion 220 is vertical, and the first direction is horizontal. This means that the pressure transmitted to the support plate 210 is again transmitted to the front crossbeam 300 through the support portion 220, thereby further dispersing and transmitting the pressure, and thus improving the structural strength between the lower windshield crossbeam 100 and the front crossbeam 300.

[0039] By setting a support structure 200 between the lower windshield crossbeam 100 and the front bulkhead crossbeam 300, the pressure transmitted from the windshield glass to the lower windshield crossbeam 100 is converted into stress concentrated in the middle of the lower windshield crossbeam 100. In the horizontal direction, the stress is transmitted to the support plate 210 located in the middle of the lower windshield crossbeam 100; in the vertical direction, the stress distributed on the support plate 210 is transmitted downward to the front bulkhead crossbeam 300 through the support part 220, thereby achieving further dispersion and transmission of the corresponding force, reducing the stress concentrated on the support plate 210, and thus further increasing the structural strength of the lower windshield crossbeam 100, so as to enhance the support strength of the lower windshield crossbeam 100 for the windshield glass.

[0040] In some embodiments, the support plate 210 and the support part 220 may be made of steel or aluminum alloy, and may be made by integral molding or sheet metal stamping. The support plate 210 and the front windshield lower crossbeam 100, as well as the support part 220 and the front crossbeam 300 may be fixed by bolt connection, riveting or welding.

[0041] In some embodiments, refer to Figure 1 , Figure 4 and Figure 5 The support plate 210 is curved at both ends to form a certain arc, with the opening of the arc facing towards the front crossbeam 300. By defining the overall shape of the support plate 210 as arc, the vertical pressure on the lower windshield crossbeam 100, which was originally under concentrated pressure, is distributed and transmitted to both ends of the support plate 210 through its geometric shape, so that it can be further transmitted to the lower front crossbeam 300 through the support part 220. The arc structure can greatly improve the deformation resistance of the support plate 210, forming an effective support span between the two ends of the support plate 210, reducing the possibility of sagging deformation in the middle of the support plate 210, thereby improving the bending stiffness of the lower windshield crossbeam 100, and thus reducing the possibility of local deformation of the lower windshield crossbeam 100 under the pressure of the windshield glass.

[0042] In some embodiments, refer to Figures 3 to 5 The support part 220 includes a first support beam 221. The length direction of the first support beam 221 is perpendicular to the length direction of the lower front windshield crossbeam 100. In the first plane, the first support beam 221 forms an I-shaped structure with the length directions of the front crossbeam 300 and the lower front windshield crossbeam 100, which reduces the stress transmission path and shortens the stress transmission time. This allows the first support beam 221 to directly support the front crossbeam 300 and the lower front windshield crossbeam 100, thereby improving the connection strength between the front crossbeam 300 and the lower front windshield crossbeam 100.

[0043] In some embodiments, the support portion 220 includes a second support beam 222, the length direction of which is angled with the length direction of the lower windshield crossbeam 100. That is, the second support beam 222 is inclined relative to the first support beam 221, positioned between the lower windshield crossbeam 100 and the front bulkhead crossbeam 300. By inclinedly positioning the second support beam 222, the stress concentrated on the support plate 210 is decomposed into horizontal and vertical directions, thereby improving the stress dispersion efficiency on the support plate 210.

[0044] In some embodiments, the distance between the first support beam 221 and the second support beam 222 gradually increases in the vertical direction, and the side of the front crossbeam 300 near the support structure 200 is parallel to the lower surface of the lower windshield crossbeam 100. In a first plane, with the plane containing the side of the front crossbeam 300 near the lower windshield crossbeam 100 defined as the x-axis and the extension direction of the support portion 220 as the y-axis, the intersection of the extended first support beam 221 and the second support beam 222 near the lower windshield crossbeam 100 forms a triangular structure. Due to the extremely strong stability of the triangular structure, the support portion 220 provides the strongest support stability for the lower windshield crossbeam 100.

[0045] Compared to symmetrically arranged two first support beams 221 and symmetrically arranged two second support beams 222, in the first case, since the support part 220 is arranged perpendicular to the front crossbeam 300, the horizontal stress on the support plate 210 cannot be directly transmitted; in the second case, since the support part 220 is inclined, the vertical load on the support plate 210 is decomposed into two oblique pressures, so it needs to be decomposed twice before it can be transmitted to the front crossbeam 300, resulting in lower transmission efficiency.

[0046] In summary, by vertically setting the first support beam 221 and inclinedly setting the second support beam 222, the load concentrated on the support plate 210 can be directly transmitted through the first support beam 221 in the vertical direction where it bears the main pressure, and then further decomposed and transmitted through the second support beam 222. This achieves timely pressure transmission, reduces the pressure concentrated on the support plate 210, and thus improves the structural strength of the lower windshield beam 100. In the horizontal direction, the load can be decomposed and transmitted through the second support beam 222, increasing the flexibility of the pressure transmission path and reducing the risk of pressure transmission path blockage when the front of the vehicle is impacted and deformed. This further improves the safety strength of the lower windshield beam 100 from the side.

[0047] In some embodiments, refer to Figure 1 , Figure 4 and Figure 5 The support structure 200 includes a connecting part 230, which is mainly used to improve the ease of connection between the support part 220 and the lower crossbeam 100 of the windshield.

[0048] In some embodiments, the connecting portion 230 includes a first flange 231, which is disposed on the side of the support plate 210 near the front crossbeam 300. The first flange 231 is formed by bending the support plate 210 toward the interior of the vehicle. The first flange 231 is used to facilitate the connection and fixation of the support plate 210 with the first support beam 221 and the second support beam 222, thereby improving production assembly efficiency.

[0049] In some embodiments, the connecting portion 230 includes a second flange 232, which is disposed on the side of the first support beam 221 near the support plate 210. The second flange 232 is formed by bending the second support beam 222 toward the inside of the vehicle. The second flange 232 abuts against the first flange 231 to facilitate the fixed connection between the support plate 210 and the first support beam 221.

[0050] In some embodiments, the connecting portion 230 includes a third flange 233, which is disposed on the side of the second support beam 222 near the support plate 210. The third flange 233 is formed by bending the third support beam toward the inside of the vehicle. The third flange 233 abuts against the first flange 231 to facilitate the fixed connection between the support plate 210 and the second support beam 222.

[0051] In some embodiments, the connecting part 230 includes a fastener, which is a bolt. The fastener is simultaneously inserted through the first flange 231 and the second flange 232 to achieve a fixed connection between the support plate 210 and the first support beam 221. The fastener is simultaneously inserted through the first flange 231 and the third flange 233 to achieve a fixed connection between the support plate 210 and the second support beam 222.

[0052] In some embodiments, refer to Figure 6 and Figure 7 The reinforcement component 400 is used to provide a support strength basis for the installation of the support part 220, thereby increasing the structural strength of the support part 220 and enhancing the support effect of the support part 220 on the lower crossbeam 100 of the windshield, thus protecting the life, health and safety of the driver and passengers.

[0053] In some embodiments, the reinforcement components 400 are disposed at both ends of the front crossbeam 300, the length direction of the front crossbeam 300 is the same as the length direction of the lower windshield crossbeam 100, and the ends of the first support beam 221 and the second support beam 222 away from the lower windshield crossbeam 100 are fixedly connected to the front crossbeam 300. By setting the front crossbeam 300, a fulcrum is provided for the installation of the lower windshield crossbeam 100. The first plane formed by the front crossbeam 300, the lower windshield crossbeam 100 and the support structure 200 bears the main collision impact force from the front of the vehicle, providing a safety barrier for the driver and passengers.

[0054] In some embodiments, the reinforcement component 400 includes a first longitudinal beam 401, which is fixedly connected to the side of the front bulkhead crossbeam 300 near the vehicle interior. The first longitudinal beam 401 is located near one end of the front bulkhead crossbeam 300. If the length direction of the first longitudinal beam 401 is defined as a second direction, then in three-dimensional space, the second direction intersects with the length direction of the front bulkhead crossbeam 300 to form a second plane, which is perpendicular to the plane containing the sidewall of the front bulkhead crossbeam 300. In the event of a collision at the front of the vehicle near the first longitudinal beam 401, the first longitudinal beam 401 bears the main impact force in that direction, thus ensuring the survival space for the occupants.

[0055] In some embodiments, the reinforcement component 400 includes a second longitudinal beam 402, which is fixedly connected to the side of the front crossbeam 300 near the vehicle interior and located near the other end of the front crossbeam 300. The second longitudinal beam 402 is disposed opposite to the first longitudinal beam 401, that is, the extension direction of the second longitudinal beam 402 is perpendicular to the front crossbeam 300. When a collision occurs at the front of the vehicle near the side of the second longitudinal beam 402, the second longitudinal beam 402 bears the main impact force in that direction to ensure the survival space of the occupants inside the vehicle.

[0056] By defining the relative positions of the first longitudinal beam 401, the second longitudinal beam 402, and the front crossbeam 300, the first longitudinal beam 401, the second longitudinal beam 402, and the front crossbeam 300 are connected to form an I-shaped structure. The I-shaped structure increases the bending stiffness of the front crossbeam 300, thereby further improving the structural stability of the support portion 220 provided on the front crossbeam 300.

[0057] Meanwhile, by defining the support plate 210 as an arc-shaped structure, the concentrated load is decomposed into axial pressure, thus preventing the first support beam 221 and the second support beam 222 from bending under pressure, thereby improving the structural stability of the first support beam 221 and the second support beam 222. Since the first support beam 221, the second support beam 222, and the front crossbeam 300 together form a triangular structure, the strong stability of the triangle makes the structural stability of the support part 220 even stronger, thereby improving the connection between the support part 220 and the support plate 210. The stability of the connection; and the triangular structure transmits pressure through the front crossbeam 300 in the vertical and horizontal directions. For the front crossbeam 300, since the front crossbeam 300, the first longitudinal beam 401 and the second longitudinal beam 402 form an I-shaped structure, the compressive strength and structural stiffness of the front crossbeam 300 are improved, providing a multi-dimensional stiffness base for the lower crossbeam 100 of the windshield and the support part 220, decomposing the above-mentioned pressure transmission process layer by layer, thereby improving the overall structural stiffness and providing a stable support foundation for the arc-shaped structure and triangular structure of the support plate 210.

[0058] The arc-shaped structure of the support plate 210, the triangular structure of the support part 220 and the front crossbeam 300, and the I-shaped structure of the reinforcing component 400 and the front crossbeam 300, each of these structural components effectively contributes to other key points. The three components work together to form a combined force, ensuring the structural strength and stability of the lower crossbeam 100 of the windshield. This further strengthens the support of the lower crossbeam 100 of the windshield for the windshield glass, reducing the risk of the windshield glass breaking in the event of a collision or other accident, thereby protecting the life, health and safety of the driver and passengers.

[0059] In addition, refer to Figure 1 and Figure 2This application also provides a front bulkhead assembly, which includes the aforementioned support structure for the lower crossbeam of the front windshield. The front bulkhead assembly includes a front bulkhead panel 500, which is located between the lower crossbeam of the front windshield 100 and the front crossbeam 300. The lower crossbeam of the front windshield 100 is the upper boundary of the front bulkhead panel 500, and the front crossbeam 300 is the lower boundary of the front bulkhead panel 500. A first support beam 221 is bent toward the front bulkhead panel 500 to form a first fixed flange, and a second support beam 222 is bent toward the front bulkhead panel 500 to form a second fixed flange. The first support beam 221 is fixedly connected to the side wall of the front bulkhead panel 500 through the first fixed flange, and the second support beam 222 is fixedly connected to the side wall of the front bulkhead panel 500 through the second fixed flange. The support plate 210 is fixedly connected to the lower crossbeam of the front windshield 100 on the side away from the first flange 231, thereby fixing the support part 220 to the front bulkhead panel 500.

[0060] The front bulkhead assembly also includes a front bulkhead cover 600, which is located on the upper surface of the first longitudinal beam 401 and the second longitudinal beam 402. The front bulkhead cover 600 is a transition piece connecting the front bulkhead crossbeam 300 and the front bulkhead panel 500. In the event of a vehicle collision, it is used to smoothly transfer the load generated by the collision of the first longitudinal beam 401 and the second longitudinal beam 402 to the lower windshield crossbeam 100 and the front bulkhead crossbeam 300. The pressure is supported and dispersed by the I-shaped structure formed by the front bulkhead crossbeam 300, the first longitudinal beam 401 and the second longitudinal beam 402, thereby protecting the health and safety of the driver and passengers inside the vehicle.

[0061] The front bulkhead 600, front crossbeam 300, front bulkhead 500, and front windshield lower crossbeam 100 together constitute a closed load-bearing circulation system at the front of the cockpit. With the support part 220 provided on the front bulkhead 500, the structural strength of this closed load-bearing circulation system is higher. Under the constraint of the structural shape of the reinforcing component 400, the stability of this closed load-bearing circulation system is stronger. The above-mentioned dual support increases the support effect of the front windshield lower crossbeam 100 on the windshield glass, thereby protecting the life, health and safety of the driver and passengers inside the vehicle.

[0062] Furthermore, this application also provides a vehicle comprising a body with the aforementioned front bulkhead assembly disposed on the body. The front bulkhead assembly is located at the front of the body and is positioned between the left and right A-pillars. The body also includes a front compartment and a driver's compartment, with the front bulkhead assembly positioned between the front compartment and the driver's compartment. The front bulkhead assembly serves to separate the front compartment and the driver's compartment, and simultaneously acts as the main support and protection structure for the driver's compartment. In the event of a collision or other accident, the front bulkhead assembly can protect the internal space structure of the driver's compartment, reducing the risk of deformation and thus protecting the health and safety of the driver and passengers.

[0063] Although embodiments of this application have been shown and described above, it is 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.

Claims

1. A support structure for the lower crossbeam of the windshield, characterized in that, A support structure (200) is disposed between the lower crossbeam (100) of the front windshield and the front bulkhead crossbeam (300) to support the lower crossbeam (100); the support structure (200) includes: Support plate (210), the support plate (210) is connected to the side of the front windshield lower crossbeam (100) near the front bulkhead crossbeam (300); A support portion (220) is provided, one end of which is located on the side of the support plate (210) near the front crossbeam (300), and the other end of which extends toward the front crossbeam (300) and is fixedly connected to the front crossbeam (300).

2. The support structure for the lower crossbeam of the windshield according to claim 1, characterized in that, The length direction of the support plate (210) is the same as the length direction of the lower crossbeam (100) of the front windshield, and the support plate (210) is bent at both ends to form a certain arc. The opening direction of the curvature of the support plate (210) faces the side of the front crossbeam (300).

3. The support structure for the lower crossbeam of the windshield according to claim 1, characterized in that, The support portion (220) includes a first support beam (221) and a second support beam (222); The length direction of the first support beam (221) and the length direction of the second support beam (222) form an angle.

4. The support structure for the lower crossbeam of the windshield according to claim 3, characterized in that, The length direction of the first support beam (221) is perpendicular to the length direction of the lower crossbeam (100) of the front windshield.

5. The support structure for the lower crossbeam of the windshield according to claim 4, characterized in that, The length direction of the second support beam (222) forms an angle with the length direction of the first support beam (221), and the second support beam (222) is inclined from one end near the lower crossbeam (100) of the front windshield to one end near the front crossbeam (300) toward the side away from the first support beam (221).

6. The support structure for the lower crossbeam of the windshield according to claim 3, characterized in that, The support structure (200) further includes a connecting portion (230), the connecting portion (230) comprising: The first flange (231) is disposed on the side of the support plate (210) near the front crossbeam (300); The second flange (232) is disposed on the side of the first support beam (221) near the support plate (210), and the second flange (232) is connected to the first flange (231); The third flange (233) is disposed on the side of the second support beam (222) near the support plate (210), and the third flange (233) is connected to the first flange (231).

7. The support structure for the lower crossbeam of the windshield according to claim 1, characterized in that, It also includes a reinforcing assembly (400) disposed at opposite ends of the front crossbeam (300). The reinforcing assembly (400) provides a foundation for supporting the strength of the support portion (220) and the support plate (210). The reinforcing assembly (400) includes: The first longitudinal beam (401) has one end fixedly connected to the side wall of the front crossbeam (300); The second longitudinal beam (402) has one end fixedly connected to the side wall of the front crossbeam (300); the second longitudinal beam (402) and the first longitudinal beam (401) are located at opposite ends of the front crossbeam (300).

8. The support structure for the lower crossbeam of the windshield according to claim 7, characterized in that, The length direction of the first longitudinal beam (401) is the same as that of the second longitudinal beam (402); the length direction of the first longitudinal beam (401) is perpendicular to the length direction of the front crossbeam (300).

9. A front fascia assembly, characterized in that, The front bulkhead assembly includes a support structure for the lower crossbeam of the front windshield as described in any one of claims 1 to 8, the front bulkhead assembly including a front bulkhead panel (500) located between the lower crossbeam of the front windshield (100) and the front bulkhead crossbeam (300), and the support portion (220) being fixedly connected to one side of the front bulkhead panel (500).

10. A vehicle, characterized in that, The vehicle body includes a front bulkhead assembly as described in claim 9.

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