A cabin assembly and vehicle

Abstract

This application belongs to the technical field of vehicle body and discloses an engine compartment assembly and a vehicle. The engine compartment assembly includes a wheel arch and a lower crossbeam. The front end of the wheel arch is provided with a suspension section, and the lower crossbeam is provided on the suspension section. The lower crossbeam is provided with a suspension mounting plate. The suspension mounting plate has a support section and a connecting section. The support section is connected to the lower crossbeam, and the connecting section is connected to the suspension section. The support section is provided with mounting holes for connecting to the frame, and the support section is located on the front side of the suspension section. The lower crossbeam is provided with through holes corresponding to the mounting holes. This can reduce the front overhang length of the vehicle, thereby improving the vehicle's passability and off-road performance. At the same time, the torsional force transmitted from the frame to the engine compartment assembly can be directly transmitted to the rear end of the engine compartment assembly, thereby improving the torsional stiffness of the engine compartment assembly.

Description

Technical Field

[0001] This application belongs to the technical field of vehicle body, specifically relating to an engine compartment assembly and a vehicle. Background Technology

[0002] An automobile is a non-rail vehicle with multiple wheels that is driven by a power unit. It is mainly used to transport people and goods and is one of the most important means of transportation in modern society. According to the way the body is stressed, automobiles can be divided into two types: one is a monocoque chassis, which does not have an independent frame and the body directly bears the load; the other is a body-on-frame chassis, which has an independent frame and the body is flexibly connected to the frame through components such as springs and rubber pads, and the frame bears the main load. Because body-on-frame chassis have advantages such as high chassis strength and strong resistance to bumps, automobiles with strong off-road capabilities generally adopt body-on-frame chassis.

[0003] The front overhang refers to the horizontal distance from the front axle to the frontmost part of the vehicle. The shorter the front overhang, the larger the approach angle, and therefore the better the off-road capability. For vehicles with a non-load-bearing body, the engine compartment assembly typically includes wheel arches, a front bulkhead at the rear of the wheel arches, and a lower crossbeam at the front of the wheel arches. The bottom of the lower crossbeam has a mounting plate for connecting to the chassis, and the mounting plate is located behind the lower crossbeam. This results in the wheel arch, lower crossbeam, and mounting plate forming a box-shaped cavity structure. This increases the distance between the wheel and the lower crossbeam, leading to a longer front overhang and affecting the vehicle's off-road capability. Furthermore, the torsional force transmitted from the chassis to the mounting plate is first dispersed through the box-shaped cavity structure before being transmitted rearward along the wheel arches. This causes the torsional force to concentrate at the box-shaped cavity structure, which, in severe cases, can lead to tearing of the weld between the wheel arch and the lower crossbeam, or between the lower crossbeam and the mounting plate, thus affecting the torsional stiffness of the engine compartment assembly. Utility Model Content

[0004] This application provides a cabin assembly that can improve vehicle passability by reducing the front overhang length, while simultaneously increasing the torsional stiffness of the cabin assembly.

[0005] The technical solution adopted in this application is as follows: A cabin assembly includes a wheel arch panel and a lower crossbeam. The front end of the wheel arch panel has a downwardly extending suspension section. The lower crossbeam is disposed on the suspension section and has a suspension mounting plate. The suspension mounting plate has a support section connected to the lower crossbeam and a connecting section connected to the suspension section. The support section has mounting holes for connecting to a vehicle frame and is located on the front side of the suspension section. The lower crossbeam has through holes corresponding to the mounting holes.

[0006] By adopting the above technical solution, since the suspension mounting plate in this application is located on the lower crossbeam and the support section of the suspension mounting plate is located on the front side of the suspension section, compared with the prior art where the suspension mounting plate is located on the rear side of the lower crossbeam, it is equivalent to moving the connection position between the engine compartment assembly and the frame to the location of the lower crossbeam. This reduces the distance between the connection position between the engine compartment assembly and the frame and the front end of the vehicle, thereby allowing the front wheel mounting position of the vehicle to be closer to the front end of the vehicle. This reduces the front overhang length of the vehicle, thereby improving the vehicle's passability and off-road performance by reducing the front overhang length.

[0007] Meanwhile, since the suspension mounting plate is located on the lower crossbeam, and the support section of the suspension mounting plate is located on the front side of the suspension section, compared with the prior art where the suspension mounting plate is located on the rear side of the lower crossbeam, the situation where the wheel arch plate, lower crossbeam, and suspension mounting plate together form a box-shaped cavity structure is avoided. This allows the torsional force transmitted from the frame to the engine compartment assembly to be transmitted directly to the rear of the engine compartment assembly via the suspension mounting plate and wheel arch plate. This avoids the situation where the torsional force transmitted from the frame to the engine compartment assembly is concentrated and dispersed at the box-shaped cavity structure formed by the wheel arch plate, lower crossbeam, and suspension mounting plate. This avoids the situation where the weld layer between the lower crossbeam and the suspension mounting plate, and between the lower crossbeam and the wheel arch plate is torn due to stress concentration, thereby ensuring the connection stability between the lower crossbeam and the suspension mounting plate and the wheel arch plate, and improving the torsional stiffness of the engine compartment assembly.

[0008] Furthermore, since the suspension mounting plate has a support section connected to the lower crossbeam and a connecting section connected to the suspension section, the mounting holes are located in the support section, and the lower crossbeam has through holes corresponding to the mounting holes. This allows the engine compartment assembly to be connected to the frame by using bolts through the mounting holes, through holes, springs, rubber pads, and the frame. It also increases the structural strength of the engine compartment assembly at the connection point with the frame, thereby increasing the connection stability between the engine compartment assembly and the frame. Additionally, the connecting section increases the connection strength between the lower crossbeam and the suspension section, thereby increasing the connection stability between the lower crossbeam and the wheel arch plate and further improving the torsional stiffness of the engine compartment assembly.

[0009] Optionally, the bottom of the lower crossbeam has an extension extending toward the rear end of the wheel arch plate, and the nacelle assembly further includes a reinforcing plate comprising a first section connected to the extension and a second section connected to the suspension section.

[0010] By adopting the above technical solution, since the bottom of the lower crossbeam has an extension section extending toward the rear end of the wheel arch, and the reinforcing plate includes a first section connected to the extension section and a second section connected to the suspension section, on the one hand, the connection area between the lower crossbeam and the suspension section can be increased by the reinforcing plate to increase the connection stability between the lower crossbeam and the wheel arch. On the other hand, when the nacelle assembly is subjected to torsional force, the reinforcing plate can also support the wheel arch and the lower crossbeam to further improve the torsional stiffness of the nacelle assembly.

[0011] Optionally, the nacelle assembly further includes a support member located inside the wheel arch plate. The support member has a first plate connected to the first section, a second plate connected to the lower crossbeam, and a third plate connected to the suspension section. The first plate is provided with a connection hole for installing a water tank radiator.

[0012] By adopting the above technical solution, since the support is located inside the wheel arch, the support can avoid the vehicle's wheels, so that the vehicle's wheels can be installed as close as possible to the lower crossbeam, thereby further reducing the vehicle's front overhang length and further improving the vehicle's passability.

[0013] Furthermore, since the support member has a first plate connected to the first section, a second plate connected to the lower crossbeam, and a third plate connected to the suspension section, it can increase the connection area between the lower crossbeam and the suspension section and the connection area between the extension section and the first section, thereby further increasing the connection stability between the wheel arch and the lower crossbeam. On the other hand, when the engine compartment assembly is subjected to torsional force, the support member can also support the first section, the lower crossbeam, and the wheel arch, thereby further increasing the torsional stiffness of the vehicle.

[0014] In addition, since the first plate is connected to the first section and the first plate is provided with connection holes for installing the water tank radiator, the water tank radiator can be installed in the connection holes of the first plate to increase the flexibility of the support and improve the structural compactness of the engine compartment assembly. On the other hand, the first section can be used to increase the structural strength of the first plate to ensure the stability of the first plate in supporting the water tank radiator, thereby ensuring the stability of the water tank radiator.

[0015] Optionally, one of the second plate and the third plate extends with an overlapping segment that overlaps with at least a portion of the other plate, the overlapping segment being connected to the other plate.

[0016] By adopting the above technical solution, since one of the second plate and the third plate extends with an overlapping section that at least partially overlaps with the other one, and the overlapping section is connected to the other one, the structural strength of the support member is increased, thereby increasing the support effect of the support member on the lower crossbeam and wheel arch when the engine compartment assembly is subjected to torsional force, and further increasing the torsional stiffness of the engine compartment assembly.

[0017] Optionally, the nacelle assembly further includes a first longitudinal beam plate disposed on the suspension section and a second longitudinal beam plate disposed on the wheel arch plate. The first longitudinal beam plate extends along the width direction of the nacelle assembly, and the second longitudinal beam plate extends from the front end to the rear end of the wheel arch plate. The first longitudinal beam plate has multiple stepped portions along the width direction of the nacelle assembly.

[0018] By adopting the above technical solution, since both the first longitudinal beam plate and the second longitudinal beam plate are located on the wheel cover plate, the structural strength of the wheel cover plate is increased, thereby increasing the torsional stiffness of the wheel cover plate, and further increasing the torsional stiffness of the engine compartment assembly.

[0019] Furthermore, since the first longitudinal beam extends along the width of the engine compartment assembly, and the second longitudinal beam extends from the front end of the wheel arch plate to the rear end, and the second longitudinal beam is located at the end of the first longitudinal beam away from the mounting hole, the torsional force transmitted from the connection point between the engine compartment assembly and the frame will first be dispersed along the width of the engine compartment assembly via the first longitudinal beam, and then a portion of the force will be transmitted to the rear end of the engine compartment assembly via the second longitudinal beam. This increases the force transmission path of the engine compartment assembly, making the force smoothly dispersed and transmitted, thereby further improving the torsional stiffness of the engine compartment assembly. Compared with the existing technology that sets two wheel arch longitudinal beams extending from the front end of the wheel arch plate to the rear end, the weight of the engine compartment assembly is reduced, which facilitates the lightweight design of the vehicle and reduces the vehicle's production and manufacturing costs.

[0020] Furthermore, since the first longitudinal beam has multiple stepped sections along the width direction of the nacelle assembly, on the one hand, the stepped sections can be used to increase the structural strength of the first longitudinal beam plate, thereby further increasing the structural strength of the wheel arch plate, and thus further increasing the torsional stiffness of the nacelle assembly. On the other hand, it also improves the force distribution effect of the first longitudinal beam plate, so as to avoid stress concentration in the first longitudinal beam plate, thereby ensuring the connection stability between the first longitudinal beam plate and the wheel arch plate, and further improving the torsional stiffness of the nacelle assembly.

[0021] Optionally, both the first longitudinal beam plate and the second longitudinal beam plate are located inside the wheel cover plate, and the support member, the lower crossbeam, and one of the stepped portions together form a support cavity.

[0022] By adopting the above technical solution, since both the first longitudinal beam plate and the second longitudinal beam plate are located inside the wheel arch plate, it is possible to hide the first longitudinal beam plate and the second longitudinal beam plate to improve the appearance quality of the engine compartment assembly. On the other hand, it is also possible to facilitate the installation of components that need to be installed on the top of the wheel arch plate.

[0023] Furthermore, since the support component, the lower crossbeam, and one of the steps together form a support cavity, they together form a box-shaped structure, which increases the connection stability of the three components when the nacelle assembly is subjected to torsional forces, thereby further improving the torsional stiffness of the nacelle assembly.

[0024] Optionally, the first longitudinal beam plate extends with a bent section, which is connected to the first section.

[0025] By adopting the above technical solution, since the first longitudinal beam plate is extended with a bent section connected to the first section, on the one hand, the connection area between the first longitudinal beam plate and the reinforcing plate can be increased through the bent section, thereby increasing the connection stability between the first longitudinal beam plate and the reinforcing plate. On the other hand, when the nacelle assembly is subjected to torsional force, the first longitudinal beam plate can also support the reinforcing plate through the bent section, so as to further improve the torsional stiffness of the nacelle assembly.

[0026] Optionally, the lower crossbeam includes a middle section and end sections located at both ends of the middle section. The dimensions of the end sections in the direction parallel to the overall length of the nacelle are greater than the dimensions of the middle section in the same direction. The suspension mounting plate is located on the end sections.

[0027] By adopting the above technical solution, since the dimension of the end section in the direction parallel to the overall length of the engine compartment is larger than that of the middle section in the direction parallel to the overall length of the engine compartment, and the suspension mounting plate is located in the end section, on the one hand, the volume of the lower crossbeam end is increased, thereby reducing the difficulty of installing the engine compartment assembly on the vehicle frame, thus achieving the effect of facilitating the installation of the engine compartment assembly on the vehicle frame. On the other hand, at least a part of the end section can form an energy-absorbing box, thereby improving the energy absorption and buffering effect of the vehicle equipped with the engine compartment assembly of this application during a collision, reducing the impact on the passenger compartment, and thus improving the safety of the vehicle.

[0028] Optionally, the cabin assembly further includes a front bulkhead and a connector. The front bulkhead is located at the rear end of the wheel arch plate. The connector includes a first wall located between the front bulkhead and the wheel arch plate and a second wall located inside the wheel arch plate. The first wall is connected to the front bulkhead and the wheel arch plate, and the second wall is connected to the wheel arch plate.

[0029] By adopting the above technical solution, since the connecting component includes a first wall located between the front bulkhead and the wheel arch, and a second wall located inside the wheel arch, the first wall is connected to the front bulkhead and the wheel arch, and the second wall is connected to the wheel arch. This increases the connection area between the wheel arch and the front bulkhead, thereby increasing the connection stability between the wheel arch and the front bulkhead. Furthermore, when the nacelle assembly is subjected to torsional force, the first and second walls can also support the wheel arch and the front bulkhead, thereby further improving the torsional stiffness of the nacelle assembly.

[0030] This application also provides a vehicle that can improve off-road capability by reducing the front overhang length of the vehicle, while simultaneously increasing the torsional rigidity of the vehicle body.

[0031] A vehicle includes a frame and a nacelle assembly as described above, the nacelle assembly being mounted on the frame.

[0032] By adopting the above technical solution, since the vehicle in this application uses the aforementioned engine compartment assembly, the wheel mounting position of the vehicle can be closer to the lower crossbeam, thereby reducing the front overhang length of the vehicle. This improves the vehicle's off-road capability by reducing the front overhang length. At the same time, when the frame transmits torsional force to the engine compartment assembly, the engine compartment assembly can also directly transmit the force to the rear end of the engine compartment assembly to avoid stress concentration at the front end of the engine compartment assembly, thereby improving the torsional rigidity of the vehicle body.

[0033] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows: 1. The engine compartment assembly in this application includes a wheel arch and a lower crossbeam. The lower crossbeam is provided with a suspension mounting plate. The suspension mounting plate has a support section connected to the lower crossbeam and a connecting section connected to the wheel arch. The support section is provided with mounting holes for connecting to the frame, and the support section is located on the front side of the suspension section. The lower crossbeam is provided with through holes corresponding to the mounting holes. This effectively moves the connection position between the engine compartment assembly and the frame to the location of the lower crossbeam, thereby reducing the distance between the connection position between the engine compartment assembly and the frame and the front end of the vehicle. This allows the front wheel mounting position of the vehicle to be closer to the front end of the vehicle, thereby reducing the front overhang length. This reduces the vehicle's passability and off-road performance. At the same time, the torsional force transmitted from the frame to the engine compartment assembly is transmitted directly to the rear of the engine compartment assembly through the suspension mounting plate and the wheel arch, thus ensuring the connection stability between the lower crossbeam and the suspension mounting plate and the wheel arch, thereby improving the torsional stiffness of the engine compartment assembly.

[0034] 2. The bottom of the lower crossbeam in this application has an extension section extending toward the rear end of the wheel arch plate. The nacelle assembly also includes a reinforcing plate, which includes a first section connected to the extension section and a second section connected to the wheel arch plate. This can increase the connection area between the lower crossbeam and the wheel arch plate, thereby increasing the connection stability between the lower crossbeam and the wheel arch plate. Furthermore, when the nacelle assembly is subjected to torsional force, the reinforcing plate can also support the wheel arch plate and the lower crossbeam, thereby further improving the torsional stiffness of the nacelle assembly.

[0035] 3. The engine compartment assembly in this application also includes a support member located inside the wheel arch panel, thereby allowing the support member to avoid contact with the vehicle's wheels. This allows the vehicle's wheels to be mounted as close as possible to the lower crossbeam, further reducing the vehicle's front overhang and improving its passability. The support member has a first plate connected to the first section, a second plate connected to the lower crossbeam, and a third plate connected to the wheel arch panel. This increases both the connection area between the lower crossbeam and the wheel arch panel, and the connection area between the wheel arch panel and the first section. The first section increases the connection stability between the wheel arch and the lower crossbeam. On the other hand, when the engine compartment assembly is subjected to torsional forces, the support member can also support the first section, the lower crossbeam, and the wheel arch, thereby further increasing the torsional stiffness of the vehicle. The first plate is provided with connection holes for installing the radiator. This allows the radiator to be installed in the connection holes of the first plate, increasing the flexibility of the support member and improving the structural compactness of the engine compartment assembly. On the other hand, the first section can also be used to increase the structural strength of the first plate, ensuring the stability of the first plate in supporting the radiator, thereby ensuring the stability of the radiator. Attached Figure Description

[0036] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a first-view structural schematic diagram of the cabin assembly described in one embodiment of this application. In the figure, the solid double-headed arrows indicate the length direction of the cabin assembly, and the dashed double-headed arrows indicate the width direction of the cabin assembly. Figure 2 This is a second-view structural schematic diagram of the cabin assembly described in one embodiment of this application; Figure 3 for Figure 2 Enlarged view of part A in the middle; Figure 4 for Figure 2 Sectional view of BB; Figure 5This is a third-view structural schematic diagram of the cabin assembly described in one embodiment of this application; Figure 6 for Figure 5 Enlarged view of section C; Figure 7 This is a fourth-view structural schematic diagram of the cabin assembly described in one embodiment of this application; Figure 8 for Figure 7 Enlarged view of part D in the middle; Figure 9 This is a fifth-view structural diagram of the cabin assembly described in one embodiment of this application; Figure 10 for Figure 9 Enlarged view of part E in the middle.

[0037] Figure label: 1. Wheel cover plate; 11. Suspension section; 2. Lower crossbeam; 21. Middle section; 22. End section; 221. Suspension mounting plate; 222. Support section; 223. Connecting section; 23. Extension section; 3. Reinforcing plate; 31. First section; 32. Second section; 4. Support member; 41. First plate; 411. Connecting hole; 42. Second plate; 421. Overlapping section; 43. Third plate; 5. First longitudinal beam plate; 51. Step section; 511. Support cavity; 52. Bending section; 6. Second longitudinal beam plate; 7. Upper crossbeam; 71. Lamp mounting frame; 8. Front panel; 9. Connector; 91. First wall; 92. Second wall. Detailed Implementation

[0038] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0039] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0040] Furthermore, it should be understood in the description of this application that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and 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.

[0041] 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 communication 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.

[0042] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "implementation," "example," "a particular embodiment," "example," or "specific example," etc., indicate that the 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. 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 can be combined in any suitable manner in one or more embodiments or examples.

[0043] In existing technology, the suspension mounting plate used to connect the frame is located at the bottom and rear of the lower crossbeam. This necessitates that the wheel's mounting position be designed to avoid the suspension mounting plate, thus increasing the distance between the wheel and the front of the vehicle, i.e., increasing the front overhang length, which affects the approach angle and consequently the vehicle's passability. Furthermore, the lower crossbeam, suspension mounting plate, and wheel arch plate together form a box-shaped cavity structure. This causes the torsional force transmitted from the frame to the engine compartment assembly to be first dispersed by the box-shaped cavity structure before being transmitted towards the rear of the engine compartment assembly. This leads to stress concentration at the box-shaped cavity structure, affecting the connection stability between the lower crossbeam and the suspension mounting plate, as well as between the lower crossbeam and the wheel arch plate, and consequently affecting the torsional stiffness of the engine compartment assembly.

[0044] Reference Figures 1 to 10 A cabin assembly is disclosed, which includes a wheel arch 1 and a lower crossbeam 2. The front end of the wheel arch 1 has a downwardly extending suspension section 11. The lower crossbeam 2 is disposed on the suspension section 11. The lower crossbeam 2 is provided with a suspension mounting plate 221. The suspension mounting plate 221 has a support section 222 connected to the lower crossbeam 2 and a connecting section 223 connected to the suspension section 11. The support section 222 is provided with a mounting hole for connecting to the vehicle frame, and the support section 222 is located on the front side of the suspension section 11. The lower crossbeam 2 is provided with a through hole corresponding to the mounting hole.

[0045] It is understood that there are two wheel cover plates 1, which are located at both ends of the lower crossbeam 2 respectively, and two suspension mounting plates 221 are located at both ends of the lower crossbeam 2 respectively. The two ends of the lower crossbeam 2 are fixedly connected to the suspension sections 11 of the two wheel cover plates 1 respectively. The support section 222 is fixedly connected to the lower crossbeam 2, and the connecting section 223 is fixedly connected to the suspension section 11. The central axis of the through hole is collinear with the central axis of the mounting hole.

[0046] It should be noted that the nacelle assembly has a length direction and a width direction perpendicular to the length direction. The front end of the wheel cover plate 1 refers to one end of the wheel cover plate 1 in the length direction of the nacelle assembly, while the rear end of the wheel cover plate 1 refers to the other end of the wheel cover plate 1 in the length direction of the nacelle assembly.

[0047] Since the suspension mounting plate 221 in this application is located on the lower crossbeam 2, and the support section 222 of the suspension mounting plate 221 is located on the front side of the suspension section 11, compared with the prior art where the suspension mounting plate 221 is located on the rear side of the lower crossbeam 2, it is equivalent to moving the connection position between the engine compartment assembly and the frame to the position of the lower crossbeam 2, thereby reducing the distance between the connection position between the engine compartment assembly and the frame and the front end of the vehicle. This allows the front wheel mounting position of the vehicle to be closer to the front end of the vehicle, thereby reducing the front overhang length of the vehicle. In turn, the vehicle's passability can be improved by reducing the front overhang length, thus improving the vehicle's off-road performance.

[0048] Meanwhile, since the suspension mounting plate 221 is located on the lower crossbeam 2 and the support section 222 is located on the front side of the suspension section 11, compared to the prior art where the suspension mounting plate 221 is located on the rear side of the lower crossbeam 2, the situation where the wheel arch plate 1, the lower crossbeam 2, and the suspension mounting plate 221 jointly form a box-shaped cavity structure is avoided. This ensures that the torsional force transmitted from the frame to the engine compartment assembly is transmitted directly towards the rear of the engine compartment assembly via the suspension mounting plate 221 and the wheel arch plate 1, thereby preventing... Because the wheel arch plate 1, lower crossbeam 2, and suspension mounting plate 221 together form a box-shaped cavity structure, the torsional force transmitted from the frame to the engine compartment assembly will be concentrated and dispersed at the box-shaped cavity structure. This avoids the weld layer tearing between the lower crossbeam 2 and the suspension mounting plate 221, and between the lower crossbeam 2 and the wheel arch plate 1 due to stress concentration, thereby ensuring the connection stability between the lower crossbeam 2 and the suspension mounting plate 221 and the wheel arch plate 1, and improving the torsional stiffness of the engine compartment assembly.

[0049] Furthermore, since the suspension mounting plate 221 has a support section 222 connected to the lower crossbeam 2 and a connecting section 223 connected to the suspension section 11, the mounting hole is provided in the support section 222, and the lower crossbeam 2 is provided with a through hole corresponding to the mounting hole, it can achieve the effect of connecting the engine compartment assembly to the frame by using bolts to pass through the mounting hole, through hole, spring, rubber pad and frame. On the other hand, it can increase the structural strength of the position where the engine compartment assembly is connected to the frame, thereby increasing the connection stability between the engine compartment assembly and the frame. Furthermore, the connecting section 223 can be used to increase the connection strength between the lower crossbeam 2 and the suspension section 11, thereby increasing the connection stability between the lower crossbeam 2 and the wheel arch plate 1 and further improving the torsional stiffness of the engine compartment assembly.

[0050] Preferably, the suspension section 11 extends vertically to ensure the connection area between the lower crossbeam 2 and the suspension section 11, thereby increasing the connection stability between the lower crossbeam 2 and the suspension section 11.

[0051] The better one is to refer to Figure 3 The suspension mounting plate 221 has an L-shaped plate structure to ensure the connection area between the suspension mounting plate 221 and the lower crossbeam 2, thereby increasing the connection stability between the suspension mounting plate 221 and the lower crossbeam 2. At the same time, it can also increase the connection area between the suspension mounting plate 221 and the suspension section 11, thereby increasing the connection stability between the suspension mounting plate 221 and the suspension section 11, and further increasing the connection stability between the lower crossbeam 2 and the suspension section 11.

[0052] This application does not specify the method of fixing the top of the lower crossbeam 2 to the suspension section 11. Preferably, refer to Figure 3 The connecting section 223 is located between the lower crossbeam 2 and the suspension section 11, and the top of the connecting section 223 protrudes from the top of the lower crossbeam 2. The top of the lower crossbeam 2 is fixedly connected to the suspension section 11 through the connecting section 223, so as to further increase the connection area between the suspension mounting plate 221 and the suspension section 11, thereby further increasing the connection stability between the lower crossbeam 2 and the suspension section 11.

[0053] In other embodiments, the top of the lower crossbeam 2 can be directly fixed to the suspension section 11 by reducing the length of the connecting section 223.

[0054] This application does not specify the method of fixing the bottom of the lower crossbeam 2 to the suspension section 11. Preferably, refer to Figure 3 The bottom of the lower crossbeam 2 has an extension section 23 extending toward the rear end of the wheel arch 1. The nacelle assembly also includes a reinforcing plate 3, which includes a first section 31 connected to the extension section 23 and a second section 32 connected to the suspension section 11.

[0055] It is understood that the support section 22 is located inside the lower crossbeam 2, the extension section 23 is located at the bottom of the suspension section 11 and extends to the side of the suspension section 11 away from the suspension mounting plate 221, the first section 31 is fixedly connected to the extension section 23, the second section 32 is fixedly connected to the suspension section 11, and the bottom of the lower crossbeam 2 is fixedly connected to the suspension section 11 through the extension section 23 and the reinforcing plate 3; the lower crossbeam 2, the extension section 23 and the suspension section 11 together constitute a T-shaped structure.

[0056] Since the bottom of the lower crossbeam 2 has an extension section 23 extending toward the rear end of the wheel arch plate 1, the reinforcing plate 3 includes a first section 31 connected to the extension section 23 and a second section 32 connected to the suspension section 11. Thus, on the one hand, the reinforcing plate 3 can increase the connection area between the lower crossbeam 2 and the suspension section 11, thereby increasing the connection stability between the lower crossbeam 2 and the wheel arch plate 1. On the other hand, when the nacelle assembly is subjected to torsional force, the reinforcing plate 3 can also support the wheel arch plate 1 and the lower crossbeam 2, thereby further improving the torsional stiffness of the nacelle assembly.

[0057] The better one is to refer to Figure 3 The reinforcing plate 3 is an L-shaped plate structure. On the one hand, it can increase the connection area between the reinforcing plate 3 and the extension section 23 and the suspension section 11, thereby increasing the connection stability between the reinforcing plate 3 and the extension section 23 and the suspension section 11, and thus increasing the connection stability between the lower crossbeam 2 and the suspension section 11. On the other hand, it can also reduce the manufacturing difficulty of the reinforcing plate 3, thereby reducing the production cost of the cabin assembly.

[0058] Furthermore, refer to Figure 4 , Figure 7 and Figure 8 The engine compartment assembly also includes a support member 4, which is located inside the wheel arch plate 1. The support member 4 has a first plate 41 connected to the first section 31, a second plate 42 connected to the lower crossbeam 2, and a third plate 43 connected to the suspension section 11. The first plate 41 is provided with a connection hole 411 for installing a water tank radiator.

[0059] It is understandable that the first plate 41 is fixedly connected to the first section 31, the second plate 42 is fixedly connected to the lower crossbeam 2, and the third plate 43 is fixedly connected to the suspension section 11; the second plate 42 and the third plate 43 together with the first section 31 form a T-shaped structure.

[0060] It should be noted that the inner side of wheel cover 1 refers to the side where the two wheel cover 1 are close to each other.

[0061] Since the support member 4 is located inside the wheel arch plate 1, it can avoid the vehicle's wheels, so that the vehicle's wheels can be installed as close as possible to the lower crossbeam 2, thereby further reducing the front overhang length of the vehicle and further improving the vehicle's passability.

[0062] Furthermore, since the support member 4 has a first plate 41 connected to the first section 31, a second plate 42 connected to the lower crossbeam 2, and a third plate 43 connected to the suspension section 11, it can increase the connection area between the lower crossbeam 2 and the suspension section 11 and the connection area between the extension section 23 and the first section 31 through the support member 4, thereby further increasing the connection stability between the wheel arch plate 1 and the lower crossbeam 2. On the other hand, when the engine compartment assembly is subjected to torsional force, the support member 4 can also support the first section 31, the lower crossbeam 2, and the wheel arch plate 1, thereby further increasing the torsional stiffness of the vehicle.

[0063] Furthermore, since the first plate 41 is connected to the first section 31, and the first plate 41 is provided with a connection hole 411 for installing the water tank radiator, the water tank radiator can be installed in the connection hole 411 of the first plate 41 to increase the flexibility of the support member 4 and improve the structural compactness of the engine compartment assembly. On the other hand, the first section 31 can be used to increase the structural strength of the first plate 41 to ensure the stability of the support of the first plate 41 for the water tank radiator, thereby ensuring the stability of the water tank radiator.

[0064] This application does not specifically limit the formation method of the support member 4. Preferably, the support member 4 is formed by bending a plate, so as to reduce the manufacturing difficulty of the support member 4, improve the production efficiency of the support member 4, and reduce the production cost of the support member 4. In other embodiments, the support member 4 can also be formed by casting.

[0065] Furthermore, refer to Figure 8 One of the second plate 42 and the third plate 43 extends with an overlapping section 421 that overlaps with at least a portion of the other plate. The overlapping section 421 is connected to the other plate, thereby increasing the structural strength of the support member 4. This increases the support effect of the support member 4 on the lower crossbeam 2 and the wheel arch plate 1 when the engine compartment assembly is subjected to torsional force, and further increases the torsional stiffness of the engine compartment assembly.

[0066] Preferably, the overlapping section 421 is bent and extended from the second plate 42, and the overlapping section 421 is fixedly connected to the third plate 43, so as to increase the support effect of the support member 4 on the suspension section 11 when the nacelle assembly is subjected to torsional force, thereby further improving the torsional stiffness of the nacelle assembly.

[0067] Furthermore, refer to Figure 5 and Figure 6The nacelle assembly also includes a first longitudinal beam plate 5 provided on the suspension section 11 and a second longitudinal beam plate 6 provided on the wheel arch plate 1. The first longitudinal beam plate 5 extends along the width direction of the nacelle assembly, and the second longitudinal beam plate 6 extends from the front end to the rear end of the wheel arch plate 1. The first longitudinal beam plate 5 has multiple stepped sections 51 along the width direction of the nacelle assembly.

[0068] It is understandable that the second longitudinal beam plate 6 extends from the front end to the rear end of the wheel cover plate 1 along the outline of the wheel cover plate 1. The first longitudinal beam plate 5 and the second longitudinal beam plate 6 are both fixedly connected to the wheel cover plate 1. The second longitudinal beam plate 6 is located on the side of the first longitudinal beam plate 5 away from the mounting hole. Multiple stepped portions 51 make a plane with a height difference formed on the first longitudinal beam plate 5.

[0069] Since both the first longitudinal beam plate 5 and the second longitudinal beam plate 6 are located on the wheel cover plate 1, the structural strength of the wheel cover plate 1 is increased, thereby increasing the torsional stiffness of the wheel cover plate 1, and further increasing the torsional stiffness of the engine compartment assembly.

[0070] Furthermore, since the first longitudinal beam plate 5 extends along the width direction of the engine compartment assembly, and the second longitudinal beam plate 6 extends from the front end to the rear end of the wheel arch plate 1, and the second longitudinal beam plate 6 is located at the end of the first longitudinal beam plate 5 away from the mounting hole, the torsional force transmitted from the connection point between the engine compartment assembly and the frame will first be dispersed along the width direction of the engine compartment assembly via the first longitudinal beam plate 5, and then part of the force will be transmitted to the rear end of the engine compartment assembly via the second longitudinal beam plate 6. This increases the force transmission path of the engine compartment assembly, making the force smoothly dispersed and transmitted, thereby further improving the torsional stiffness of the engine compartment assembly. Compared with the existing technology that sets two wheel arch longitudinal beams extending from the front end to the rear end of the wheel arch plate 1, the weight of the engine compartment assembly is reduced, which facilitates the lightweight design of the vehicle and reduces the production cost of the vehicle.

[0071] Furthermore, since the first longitudinal beam has multiple stepped portions 51 along the width direction of the nacelle assembly, on the one hand, the stepped portions 51 can be used to increase the structural strength of the first longitudinal beam plate 5, thereby further increasing the structural strength of the wheel arch plate 1, and thus further increasing the torsional stiffness of the nacelle assembly. On the other hand, it also improves the force dispersion effect of the first longitudinal beam plate 5, so as to avoid stress concentration in the first longitudinal beam plate 5, thereby ensuring the connection stability between the first longitudinal beam plate 5 and the wheel arch plate 1, and further improving the torsional stiffness of the nacelle assembly.

[0072] Preferably, the mounting holes and the second longitudinal beam plate 6 are arranged opposite each other in the length direction of the nacelle assembly to further increase the torsional stiffness of the nacelle assembly.

[0073] This application does not specifically limit the formation of the suspension section 11. Preferably, a portion of the first longitudinal beam plate 5 constitutes the suspension section 11, in order to facilitate lightweight design of the engine compartment assembly and reduce the manufacturing cost of the engine compartment assembly. In other embodiments, the suspension section 11 may also be formed by extending downward from the front end of the wheel arch plate 1.

[0074] Furthermore, refer to Figure 4 , Figure 5 and Figure 6 The first longitudinal beam plate 5 and the second longitudinal beam plate 6 are both located inside the wheel cover plate 1, and the support member 4, the lower crossbeam 2 and one of the step parts 51 together form the support cavity 511.

[0075] It is understandable that the lower crossbeam 2, one of the stepped sections 51, the overlapping section 421 of the support member 4, and the third plate 43 together form the support cavity 511.

[0076] It should be noted that the wheel cover plate 1 is an arc-shaped plate. The side of the wheel cover plate 1 facing its own arc center forms a space for accommodating part of the tire area, and the interior of the wheel cover plate 1 refers to the space inside the wheel cover plate 1.

[0077] Since the first longitudinal beam plate 5 and the second longitudinal beam plate 6 are both located inside the wheel cover plate 1, it is possible to hide the first longitudinal beam plate 5 and the second longitudinal beam plate 6 to improve the appearance quality of the engine compartment assembly. On the other hand, it is also possible to facilitate the installation of components that need to be installed on the top of the wheel cover plate 1.

[0078] Furthermore, since the support member 4, the lower crossbeam 2, and one of the step portions 51 together form a support cavity 511, they together form a box-shaped structure, which increases the connection stability of the three when the nacelle assembly is subjected to torsional force, thereby further improving the torsional stiffness of the nacelle assembly.

[0079] Furthermore, refer to Figure 2 , Figure 3 and Figure 4 The first longitudinal beam plate 5 extends with a bent section 52, which is connected to the first section 31. On the one hand, the bent section 52 increases the connection area between the first longitudinal beam plate 5 and the reinforcing plate 3, thereby increasing the connection stability between the first longitudinal beam plate 5 and the reinforcing plate 3. On the other hand, when the nacelle assembly is subjected to torsional force, the first longitudinal beam plate 5 can also support the reinforcing plate 3 through the bent section 52, so as to further improve the torsional stiffness of the nacelle assembly.

[0080] This application does not specifically limit the formation method of the bent section 52. Preferably, the bent section 52 is formed by first extending downward from the bottom of the first longitudinal beam plate 5 and then bending and extending in a direction away from the second section 32. This reduces the weight of the first longitudinal beam plate 5, thereby facilitating the lightweight design of the engine compartment assembly. It also allows the first longitudinal beam plate 5 to avoid contact with the second section 32, facilitating the assembly of the engine compartment assembly. In other embodiments, the bent section 52 can also be formed by directly bending and extending the bottom of the first longitudinal beam plate 5 in a direction away from the second section 32.

[0081] In other embodiments, the support section 222 is located at the bottom of the lower crossbeam 2, and the design of the extension section 23 is omitted, so that the bottom of the lower crossbeam 2 is fixedly connected to the suspension section 11 by the suspension mounting plate 221.

[0082] This application does not specifically limit the structure of the lower crossbeam 2; preferably, refer to... Figure 1 The lower crossbeam 2 includes a middle section 21 and end sections 22 located at both ends of the middle section 21. The dimension of the end section 22 in the direction parallel to the overall length of the nacelle is larger than that of the middle section 21 in the direction parallel to the overall length of the nacelle, and the suspension mounting plate 221 is provided on the end section 22.

[0083] It is understood that the end section 22 is provided in two sections and is located at both ends of the middle section 21 respectively. The two end sections 22 are respectively connected to the suspension sections 11 of the two wheel cover plates 1.

[0084] Since the dimension of the end section 22 in the direction parallel to the overall length of the engine compartment is larger than that of the middle section 21 in the same direction, and the suspension mounting plate 221 is located on the end section 22, the volume of the end of the lower crossbeam 2 is increased, thereby reducing the difficulty of mounting the engine compartment assembly to the vehicle frame and facilitating its installation. On the other hand, at least a portion of the end section 22 can form an energy-absorbing box, thereby improving the energy absorption and buffering effect of the vehicle equipped with the engine compartment assembly of this application during a collision, reducing the impact on the passenger compartment, and thus improving the vehicle's safety.

[0085] Preferably, the cross-sectional area of ​​the end of the middle section 21 gradually increases along the direction close to the end section 22, so that when the lower crossbeam 2 is under stress, the force is transmitted more smoothly from the middle section 21 to the end section 22, so as to smoothly transition between the end of the middle section 21 and the end section 22, thereby avoiding stress concentration caused by abrupt changes in cross-section, and further improving the energy absorption and buffering effect of the lower crossbeam 2.

[0086] In other embodiments, the lower crossbeam 2 has a dimension that remains constant along the length of the overall nacelle.

[0087] In a preferred embodiment, refer to Figure 1 The nacelle assembly also includes an upper crossbeam 7 and a lamp mounting frame 71. There are two lamp mounting frames 71, which are fixedly connected to both ends of the upper crossbeam 7. The tops of the two lamp mounting frames 71 are fixedly connected to the two wheel arch plates 1. The bottom of each of the two lamp mounting frames 71 has a connection area located between the lower crossbeam 2 and the suspension section 11. The connection area is fixedly connected to the suspension section 11 and the lower crossbeam 2, so that the lower crossbeam 2 and the suspension mounting plate 221 are fixedly connected to the suspension section 11 through the connection area.

[0088] In a preferred embodiment, refer to Figure 9 and Figure 10 The cabin assembly also includes a front bulkhead 8 and a connector 9. The front bulkhead 8 is located at the rear end of the wheel arch 1. The connector 9 includes a first wall 91 located between the front bulkhead 8 and the wheel arch 1 and a second wall 92 located inside the wheel arch 1. The first wall 91 is connected to the front bulkhead 8 and the wheel arch 1, and the second wall 92 is connected to the wheel arch 1.

[0089] It is understandable that the connector 9 is a plate structure with an L-shaped cross section. The front bulkhead 8 is fixedly connected to the wheel cover plate 1. The first wall 91 is fixedly connected to the front bulkhead 8 and the wheel cover plate 1. The second wall 92 is fixedly connected to the wheel cover plate 1. The first wall 91 and the wheel cover plate 1 together form a T-shaped structure. The wheel cover plate 1 and the front bulkhead 8 are both located on the second wall 92, which together form a T-shaped structure.

[0090] Since the connector 9 includes a first wall 91 located between the front bulkhead 8 and the wheel arch 1 and a second wall 92 located inside the wheel arch 1, the first wall 91 is connected to the front bulkhead 8 and the wheel arch 1, and the second wall 92 is connected to the wheel arch 1. This increases the connection area between the wheel arch 1 and the front bulkhead 8, thereby increasing the connection stability between the wheel arch 1 and the front bulkhead 8. On the other hand, when the nacelle assembly is subjected to torsional force, the first wall 91 and the second wall 92 can also support the wheel arch 1 and the front bulkhead 8, thereby further improving the torsional stiffness of the nacelle assembly.

[0091] Preferably, the tops of the first wall 91 and the second wall 92 both protrude from the top of the wheel arch plate 1, and the bottoms of the first wall 91 and the second wall 92 both protrude from the bottom of the wheel arch plate 1, so as to improve the supporting effect of the connector 9 on the wheel arch plate 1 and the front bulkhead 8 when the nacelle assembly is subjected to torsional force, thereby further improving the torsional stiffness of the nacelle assembly.

[0092] This application also discloses a vehicle including a frame and an engine compartment assembly as described above, the engine compartment assembly being mounted on the frame.

[0093] Because the vehicle in this application uses the aforementioned engine compartment assembly, the vehicle's wheel mounting position can be closer to the lower crossbeam 2, thereby reducing the vehicle's front overhang length. This reduces the vehicle's off-road capability. At the same time, when the frame transmits torsional force to the engine compartment assembly, the engine compartment assembly can also directly transmit the force to the rear end of the engine compartment assembly to avoid stress concentration at the front end of the engine compartment assembly, thereby improving the torsional rigidity of the vehicle body.

[0094] This application does not provide further details on the connection method between the engine compartment assembly and the vehicle frame; however, existing technologies can be referenced.

[0095] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0096] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0097] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A cabin assembly, characterized in that, The device includes a wheel cover plate (1) and a lower crossbeam (2). The front end of the wheel cover plate (1) has a downwardly extending suspension section (11). The lower crossbeam (2) is located on the suspension section (11). The lower crossbeam (2) is provided with a suspension mounting plate (221). The suspension mounting plate (221) has a support section (222) connected to the lower crossbeam (2) and a connecting section (223) connected to the suspension section (11). The support section (222) is provided with a mounting hole for connecting to the frame. The support section (222) is located on the front side of the suspension section (11). The lower crossbeam (2) is provided with a through hole corresponding to the mounting hole.

2. The cabin assembly according to claim 1, characterized in that, The bottom of the lower crossbeam (2) has an extension section (23) extending toward the rear end of the wheel arch plate (1), and the nacelle assembly also includes a reinforcing plate (3) comprising a first section (31) connected to the extension section (23) and a second section (32) connected to the suspension section (11).

3. The cabin assembly according to claim 2, characterized in that, The engine compartment assembly also includes a support member (4), which is located inside the wheel arch plate (1). The support member (4) has a first plate (41) connected to the first section (31), a second plate (42) connected to the lower crossbeam (2), and a third plate (43) connected to the suspension section (11). The first plate (41) is provided with a connection hole (411) for installing a water tank radiator.

4. The cabin assembly according to claim 3, characterized in that, One of the second plate (42) and the third plate (43) extends with an overlapping segment (421) that overlaps with at least a portion of the other plate, the overlapping segment (421) being connected to the other plate.

5. A cabin assembly according to claim 3, characterized in that, The nacelle assembly also includes a first longitudinal beam plate (5) disposed on the suspension section (11) and a second longitudinal beam plate (6) disposed on the wheel arch plate (1). The first longitudinal beam plate (5) extends along the width direction of the nacelle assembly, and the second longitudinal beam plate (6) extends from the front end to the rear end of the wheel arch plate (1). The first longitudinal beam plate (5) is provided with a plurality of stepped portions (51) along the width direction of the nacelle assembly.

6. A cabin assembly according to claim 5, characterized in that, The first longitudinal beam plate (5) and the second longitudinal beam plate (6) are both located inside the wheel cover plate (1), and the support member (4), the lower crossbeam (2) and one of the step portions (51) together form a support cavity (511).

7. A cabin assembly according to claim 6, characterized in that, The first longitudinal beam plate (5) extends with a bent section (52), which is connected to the first section (31).

8. A cabin assembly according to any one of claims 1-7, characterized in that, The lower crossbeam (2) includes a middle section (21) and end sections (22) located at both ends of the middle section (21). The dimension of the end section (22) in the direction parallel to the overall length of the cabin is greater than that of the middle section (21) in the direction parallel to the overall length of the cabin, and the suspension mounting plate (221) is provided on the end section (22).

9. A cabin assembly according to any one of claims 1-7, characterized in that, The cabin assembly also includes a front bulkhead (8) and a connector (9). The front bulkhead (8) is located at the rear end of the wheel arch (1). The connector (9) includes a first wall (91) located between the front bulkhead (8) and the wheel arch (1) and a second wall (92) located inside the wheel arch (1). The first wall (91) is connected to the front bulkhead (8) and the wheel arch (1), and the second wall (92) is connected to the wheel arch (1).

10. A vehicle, characterized in that, It includes a chassis and a nacelle assembly as described in any one of claims 1-9, the nacelle assembly being mounted on the chassis.

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