Cabin structure and vehicle

Abstract

The application provides a cabin structure and a vehicle, and relates to the technical field of vehicle manufacturing. The cabin structure comprises a front wall plate, a connecting beam, a shock tower and a reinforcing piece. The connecting beam is connected to the front wall plate, the connecting beam is connected to the top of the shock tower, the reinforcing piece is provided with a first connecting part and a second connecting part, the first connecting part is connected to the connecting beam, and the second connecting part is connected to the shock tower and located below the first connecting part. The cabin structure of the application additionally adds the reinforcing piece, which provides additional support and fixation for the connection of the connecting beam and the shock tower, effectively enhances the connection reliability between the connecting beam and the shock tower, and can significantly reduce the risk of loosening or falling off at the connection position of the connecting beam and the shock tower. The reinforcing piece can also effectively disperse and bear various loads received by the cabin structure during operation, reduce structural deformation and stress concentration, and thus improve the strength and stability of the cabin structure.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and more particularly to a cabin structure and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry, vehicle safety has become a key focus for both consumers and manufacturers. Statistics show that the probability of a frontal collision is relatively high during vehicle operation; therefore, the structural safety design of the front of the vehicle is particularly important. The front engine compartment, as the skeletal structure of the vehicle's front end, not only houses and supports various frontal components but is also a primary collision-contact structure. The structural performance of the front engine compartment and its force transmission performance during a collision are crucial to the overall vehicle's collision safety, especially in frontal collisions.

[0003] Currently, the front engine compartment structure typically connects two shock absorber towers together via a crossbeam to support the towers and enhance the overall structural rigidity of the front of the vehicle. This design aims to improve vehicle handling and safety. However, in existing technology, the connection between the crossbeam and the shock absorber tower is usually achieved through direct bolting or a single bracket. This simple connection method may lead to detachment of the connection between the crossbeam and the shock absorber tower during vehicle use or in the event of a collision, thus creating a safety hazard. Utility Model Content

[0004] This application provides a cabin structure and vehicle that solves the problem that the connection between the crossbeam and the shock absorber tower in the current front cabin structure is prone to detachment during vehicle use or in the event of a collision, thus creating a safety hazard.

[0005] To achieve the above objectives, this application provides a cabin structure having intersecting first and second directions. The cabin structure includes a front bulkhead, a connecting beam, a shock absorber tower, and a reinforcing member. One end of the connecting beam in the first direction is connected to the front bulkhead, and the end of the connecting beam in the second direction is connected to the top of the shock absorber tower. The reinforcing member has a first connecting portion and a second connecting portion. The first connecting portion is connected to the connecting beam, and the second connecting portion is connected to the shock absorber tower and located below the first connecting portion.

[0006] In some embodiments, the first connection portion is located near the connection point between the connecting beam and the damping tower and on the side away from the damping tower at the connection point between the connecting beam and the damping tower.

[0007] In some embodiments, the reinforcing member includes a first reinforcing plate located on the side of the shock absorber tower closer to the connecting beam in a second direction; the second connection includes a first sub-connection, with the first connection provided at the top of the first reinforcing plate and the first sub-connection provided at the bottom of the first reinforcing plate.

[0008] In some embodiments, the reinforcing member further includes a second reinforcing plate connected to one end of the first reinforcing plate away from the front wall panel in a first direction, and the second reinforcing plate extends toward the shock absorber tower in a second direction; the second connection portion further includes a second sub-connection portion, and the second reinforcing plate is provided with the second sub-connection portion.

[0009] In some embodiments, the shape formed by the lines connecting the first connecting portion, the first sub-connecting portion, and the second sub-connecting portion is a triangle.

[0010] In some embodiments, a first cavity is provided between the first reinforcing plate and the shock absorber tower, and a second cavity is provided between the second reinforcing plate and the shock absorber tower.

[0011] In some embodiments, the cabin structure further has a third direction that intersects both the first direction and the second direction; the connecting line between any two of the first connecting portion, the first sub-connecting portion and the second sub-connecting portion is set at an angle to the first direction, the second direction and the third direction.

[0012] In some embodiments, the connecting beam includes a main beam and a side beam connected together, the side beam being connected to an end of the main beam in a second direction, the end of the side beam in the second direction away from the main beam being connected to the top of the damping tower, and the end of the main beam in the first direction away from the side beam being connected to the front wall panel; the height of the main beam is higher than the height of the end of the side beam near the damping tower.

[0013] In some embodiments, the main beam is provided with a buffer hole, the buffer hole having multiple buffer walls, and a chamfer structure between two adjacent buffer walls.

[0014] To achieve the above objectives, this application also provides a vehicle including the cabin structure of this application.

[0015] The cabin structure of this application incorporates a reinforcing member. The first connection of the reinforcing member is connected to the connecting beam, and the second connection is connected to the damping tower. The reinforcing member provides additional support and fixation for the connection between the connecting beam and the damping tower, effectively enhancing the reliability of the connection and significantly reducing the risk of loosening or detachment at the connection point. The reinforcing member also effectively disperses and bears various loads experienced by the cabin structure during operation, reducing structural deformation and stress concentration, thereby improving the strength and stability of the cabin structure. Furthermore, the reinforcing member helps absorb and mitigate vibrations and impacts generated during cabin operation, reducing the degree of vibration transmission to other structural components, improving passenger comfort and extending the service life of the equipment. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0018] Figure 1 This is a schematic diagram of the cabin structure provided in the embodiments of this application. Figure 1 ;

[0019] Figure 2 This is an exploded view of the cabin structure provided in the embodiments of this application;

[0020] Figure 3 This is a top view of the cabin structure provided in the embodiments of this application;

[0021] Figure 4 This is a front view of the cabin structure provided in an embodiment of this application;

[0022] Figure 5 This is a partial sectional view of the cabin structure provided in an embodiment of this application;

[0023] Figure 6 This is a schematic diagram of the cabin structure provided in the embodiments of this application. Figure 2 ;

[0024] Figure 7 This is a bottom view of the cabin structure provided in the embodiments of this application;

[0025] Figure 8 This is a schematic diagram of a portion of the cabin structure provided in the embodiments of this application;

[0026] Figure 9 This is a structural schematic diagram of the reinforcing member of the cabin structure provided in the embodiments of this application;

[0027] Figure 10 This is a partial sectional view of the cabin structure provided in the embodiments of this application.

[0028] Explanation of reference numerals in the attached figures:

[0029] 100. Cabin structure; M, first direction; N, second direction; P, third direction; 1. Front bulkhead; 2. Connecting beam; 3. Shock absorber tower; 4. Reinforcing member; 5. First cavity; 6. Second cavity; 11. Connecting structure; 21. Main beam; 22. Side beam; 23. Reinforcing rib; 211. Buffer hole; 2111. Buffer wall; 2112. Chamfered structure; 41. First reinforcing plate; 42. Second reinforcing plate; 401. First connecting part; 402. Second connecting part; 4021. First sub-connecting part; 4022. Second sub-connecting part. Detailed Implementation

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0031] Please see Figure 1 This application provides an embodiment of a cabin structure 100. The cabin structure 100 has a first direction M, a second direction N, and a third direction P that intersect each other. In this embodiment, the first direction M, the second direction N, and the third direction P are perpendicular to each other. The perpendicularity of the first direction M, the second direction N, and the third direction P can be understood as the included angle between each pair of the first direction M, the second direction N, and the third direction P being 80° to 90°, and is not limited thereto.

[0032] Please see Figure 1 and Figure 2 The cabin structure 100 includes: front bulkhead 1, connecting beam 2, shock absorber tower 3, and reinforcing member 4.

[0033] Please see Figure 1 and Figure 2 The front wall panel 1 has a connecting structure 11 at its center in the second direction N. The connecting structure 11 connects to the connecting beam 2, improving the reliability of the connection between the connecting beam 2 and the front wall panel 1. The front wall panel 1 provides necessary support and rigidity for the vehicle body, helping to maintain the overall structural integrity of the vehicle; the front wall panel 1 can isolate the engine compartment from the passenger compartment, preventing heat, noise, and vibration from the engine compartment from being transmitted to the passenger compartment, thus improving passenger comfort; in a collision, the front wall panel 1 can absorb and disperse some of the impact force, protecting the safety of the passenger compartment. In this embodiment, the front wall panel 1 is an integrally stamped sheet metal assembly structure.

[0034] Please see Figure 1 and Figure 2The shock absorber tower 3 provides mounting and support positions for the shock absorbers and springs of the suspension system. The shock absorber tower 3 connects the vehicle body and the suspension system, ensuring that the suspension system can effectively absorb road impacts. In this embodiment, there are two shock absorber towers 3. The two shock absorber towers 3 are arranged at intervals along the second direction N. The two shock absorber towers 3 are respectively connected to both ends of the connecting beam 2 in the second direction N. In this embodiment, the shock absorber tower 3 is integrally die-cast and its material is aluminum alloy. In other embodiments, the material of the shock absorber tower 3 can also be magnesium alloy or other high-strength materials.

[0035] Please see Figure 1 and Figure 2 The connecting beam 2 is connected to the front wall panel 1 at one end in the first direction M, and to the top of the shock absorber tower 3 at the other end in the second direction N. The connecting beam 2 connects the front wall panel 1 and the shock absorber tower 3 into a single unit. Connecting the connecting beam 2 between the two shock absorber towers 3 increases the lateral rigidity of the front of the vehicle, helping to reduce torsion and deformation of the vehicle body when cornering or driving on uneven surfaces, thus improving vehicle handling stability. It also helps maintain the geometric stability of the suspension system, ensuring that the wheels maintain the correct angle and position when steering, thereby improving the vehicle's steering response and handling performance. In this embodiment, the connecting beam 2 is integrally die-cast and made of aluminum alloy. In other embodiments, the connecting beam 2 can also be made of magnesium alloy or other high-strength materials.

[0036] Please see Figure 3 In some embodiments, the connecting beam 2 includes a main beam 21 and a side beam 22 connected together. The side beam 22 is connected to the end of the main beam 21 in the second direction N, and the end of the side beam 22 away from the main beam 21 in the second direction N is connected to the top of the damping tower 3. The end of the main beam 21 away from the side beam 22 in the first direction M is connected to the front bulkhead 1. In this embodiment, there are two side beams 22, which are respectively connected to the two ends of the main beam 21 in the second direction N. Two damping towers 3 are respectively connected to the ends of the two side beams 22 away from the main beam 21. This makes the front bulkhead 1, the connecting beam 2, and the two damping towers 3 form a stable triangular support structure, effectively improving the stability of the cabin structure 100.

[0037] Please see Figure 4 and Figure 5The height of the main beam 21 is higher than the height of the side beam 22 near the damper tower 3. That is, the overall design of the connecting beam 2 is arched, with a height difference D between the main beam 21 and the side beam 22 near the damper tower 3. By making the main beam 21 higher than the side beam 22 near the damper tower 3, the downward pressure of the connecting beam 2 on the damper tower 3 can be strengthened, thereby improving the connection strength between the connecting beam 2 and the damper tower 3. The raised position of the main beam 21 compared to the side beam 22 can serve as a buffer zone for the performance collision of the connecting beam 2, improving the strength of the connecting beam 2. Raising the main beam 21 compared to the side beam 22 increases the lower space of the connecting beam 2, thus increasing the layout space within the engine compartment of the nacelle structure 100.

[0038] Please see Figure 2 and Figure 3 The main beam 21 is provided with a buffer hole 211. In this embodiment, the buffer hole 211 penetrates the main beam 21 along the third direction P. By providing the buffer hole 211 on the main beam 21, stress concentration in the connecting beam 2 can be prevented. While ensuring the performance of the connecting beam 2, the buffer hole 211 can also reduce weight and cost.

[0039] Please see Figure 3 The buffer hole 211 has multiple buffer walls 2111, and a chamfer structure 2112 is provided between any two adjacent buffer walls 2111. In this embodiment, the chamfer structure 2112 is a rounded chamfer structure 2112. With this design, the chamfer structure 2112 can better play the role of force transmission, so that the energy transmitted from different directions such as the front wall panel 1 and the shock absorber tower 3 is alleviated and neutralized at the buffer hole 211, and the energy is smoothly transmitted and transitioned, effectively improving the stability and transmission performance of the cabin structure 100. In this embodiment, the buffer hole 211 has three buffer walls 2111, and a chamfer structure 2112 is provided between any two buffer walls 2111. Thus, the shape of the orthographic projection of the buffer hole 211 in the plane formed by the first direction M and the second direction N is similar to a triangle, which is beneficial to maximizing the collision torsional stiffness of the vehicle body.

[0040] Please see Figure 6 and Figure 7 The connecting beam 2 is designed with multiple reinforcing ribs 23. These reinforcing ribs 23 are arranged in a crisscross pattern. The reinforcing ribs 23 can effectively improve the structural strength of the connecting beam 2, and at the same time improve the collision performance of the entire cabin structure 100.

[0041] Please see Figure 8 and Figure 9The reinforcing member 4 has a first connecting portion 401 and a second connecting portion 402. The first connecting portion 401 is connected to the connecting beam 2. The second connecting portion 402 is connected to the damping tower 3 and is located below the first connecting portion 401. By adding the reinforcing member 4, it provides additional support and fixation for the connection between the connecting beam 2 and the damping tower 3, effectively enhancing the reliability of the connection between them and significantly reducing the risk of loosening or detachment at the connection point. The reinforcing member 4, the damping tower 3, and the connecting beam 2 form a synergistic effect on the cabin structure 100, mutually supporting and tensilely related, which can improve the strength of the cabin structure 100. The reinforcing member 4 can also effectively distribute and bear various loads on the cabin structure 100 during operation, reducing structural deformation and stress concentration, thereby improving the strength and stability of the cabin structure 100. The reinforcing member 4 can also help absorb and mitigate vibrations and impacts generated in the cabin during operation, reducing the degree of vibration transmission to other structural components, improving passenger comfort and equipment lifespan. In this embodiment, the reinforcing member 4 is integrally die-cast and is made of aluminum alloy. In other embodiments, the reinforcing member 4 may also be made of magnesium alloy or other high-strength materials.

[0042] Please see Figure 8 and Figure 9 The first connecting part 401 is located near the connection point between the connecting beam 2 and the damping tower 3, and on the side away from the damping tower 3. This can more effectively enhance the connection reliability between the connecting beam 2 and the damping tower 3, and significantly reduce the risk of loosening or falling off at the connection point between the connecting beam 2 and the damping tower 3.

[0043] Please see Figure 8 and Figure 9 In some embodiments, the reinforcing member 4 includes a first reinforcing plate 41 and a second reinforcing plate 42. The first reinforcing plate 41 is located on the side of the damping tower 3 near the connecting beam 2 in the second direction N. The second reinforcing plate 42 is connected to the end of the first reinforcing plate 41 away from the front wall panel 1 in the first direction M, and the second reinforcing plate 42 extends towards the damping tower 3 along the second direction N. The second connecting portion 402 includes a first sub-connecting portion 4021 and a second sub-connecting portion 4022. The first reinforcing plate 41 has a first connecting portion 401 at its top and a first sub-connecting portion 4021 at its bottom. The second reinforcing plate 42 has a second sub-connecting portion 4022. The first connecting portion 401 is a separately designed lug structure for connecting with the connecting beam 2. The first sub-connecting portion 4021 and the second sub-connecting portion 4022 are both separately designed lug structures for connecting with the damping tower 3.

[0044] Please see Figure 8 and Figure 9The lines connecting the first connecting part 401, the first sub-connecting part 4021, and the second sub-connecting part 4022 form a triangle. This triangular layout increases the rigidity of the cabin structure 100, making it less prone to deformation under external loads. This is crucial for maintaining the geometric stability of the suspension system and the vehicle's handling performance. The triangular layout effectively disperses and absorbs forces from different directions, contributing to a more even distribution of stress and load, reducing stress concentration at individual connection points, minimizing structural deformation, and improving overall stability.

[0045] Please see Figure 9 The connecting lines between any two of the first connecting part 401, the first sub-connecting part 4021, and the second sub-connecting part 4022 are all set at angles to the first direction M, the second direction N, and the third direction P. Thus, the reinforcing member 4 is connected to the connecting beam 2 and the shock absorber tower 3 using a multi-dimensional connection method. The reinforcing member 4 can more effectively disperse and transmit forces, improve the overall rigidity of the forward engine compartment, reduce the possibility of deformation, and also increase the stability of the structure. During a collision, it can better resist forces from all directions, reduce the risk of overload at a single connection point, and thus provide higher safety performance.

[0046] Please see Figure 5 and Figure 10 A first cavity 5 is provided between the first reinforcing plate 41 and the shock absorber tower 3. A second cavity 6 is provided between the second reinforcing plate 42 and the shock absorber tower 3. Based on the first connecting part 401 being connected to the connecting beam 2, the first sub-connecting part 4021 being connected to the shock absorber tower 3, and the second sub-connecting part 4022 being connected to the shock absorber tower 3, the first cavity 5 and the second cavity 6 can effectively improve the stability and strength of the cabin structure 100. At the same time, the first cavity 5 and the second cavity 6 can also serve as collision contact cavities, effectively improving the cabin structure 100's ability to resist collisions. On the other hand, the first cavity 5 and the second cavity 6 can also serve as space for arranging external professional parts (such as wiring harnesses, pipes, etc.), improving performance without wasting structural space. In this embodiment, the first cavity 5 and the second cavity 6 are connected to form a three-dimensional receiving cavity.

[0047] An embodiment of this application also provides a vehicle including the engine compartment structure 100 of this application. By providing the aforementioned engine compartment structure 100, the vehicle of this embodiment can enhance the connection reliability between the connecting beam 2 and the shock absorber tower 3, significantly reducing the risk of loosening or detachment at the connection point between the connecting beam 2 and the shock absorber tower 3, thereby improving the overall safety of the vehicle, especially when driving at high speeds or encountering bumpy roads; the reliable connection ensures that the shock absorption system can work effectively, providing stable suspension performance, which helps to improve the vehicle's handling and responsiveness, making driving smoother and more comfortable.

[0048] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0049] In the above embodiments, the descriptions of each embodiment have their own emphasis. Parts not described in detail in a particular embodiment can be referred to in the relevant descriptions of other embodiments. The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0050] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A cabin structure (100), characterized in that, Having intersecting first direction (M) and second direction (N), the cabin structure (100) includes: a front bulkhead (1), a connecting beam (2), a shock absorber tower (3), and a reinforcing member (4). The connecting beam (2) is connected to the front bulkhead (1) at one end in the first direction (M) and to the top of the shock absorber tower (3) at the end in the second direction (N). The reinforcing member (4) has a first connecting portion (401) and a second connecting portion (402). The first connecting portion (401) is connected to the connecting beam (2), and the second connecting portion (402) is connected to the shock absorber tower (3) and is located below the first connecting portion (401).

2. The cabin structure (100) according to claim 1, characterized in that, The first connecting part (401) is close to the connection position between the connecting beam (2) and the shock absorber tower (3) and is located on the side away from the shock absorber tower (3) at the connection position between the connecting beam (2) and the shock absorber tower (3).

3. The cabin structure (100) according to claim 1, characterized in that, The reinforcing member (4) includes a first reinforcing plate (41), which is located on the side of the shock absorber tower (3) in the second direction (N) near the connecting beam (2); The second connecting part (402) includes a first sub-connecting part (4021). The first connecting part (401) is provided on the top of the first reinforcing plate (41), and the first sub-connecting part (4021) is provided on the bottom of the first reinforcing plate (41).

4. The cabin structure (100) according to claim 3, characterized in that, The reinforcing member (4) further includes a second reinforcing plate (42), which is connected to one end of the first reinforcing plate (41) away from the front wall panel (1) in the first direction (M), and the second reinforcing plate (42) extends toward the shock absorber tower (3) along the second direction (N); The second connecting part (402) further includes a second sub-connecting part (4022), and the second reinforcing plate (42) is provided with the second sub-connecting part (4022).

5. The cabin structure (100) according to claim 4, characterized in that, The shape formed by the lines connecting the first connecting part (401), the first sub-connecting part (4021), and the second sub-connecting part (4022) is a triangle.

6. The cabin structure (100) according to claim 4, characterized in that, A first cavity (5) is provided between the first reinforcing plate (41) and the shock absorber tower (3), and a second cavity (6) is provided between the second reinforcing plate (42) and the shock absorber tower (3).

7. The cabin structure (100) according to claim 4, characterized in that, The cabin structure (100) also has a third direction (P) that intersects both the first direction (M) and the second direction (N); The connecting line between any two of the first connecting part (401), the first sub-connecting part (4021), and the second sub-connecting part (4022) is set at an angle to the first direction (M), the second direction (N), and the third direction (P).

8. The cabin structure (100) according to claim 1, characterized in that, The connecting beam (2) includes a main beam (21) and a side beam (22) connected together. The side beam (22) is connected to the end of the main beam (21) in the second direction (N). The end of the side beam (22) in the second direction (N) away from the main beam (21) is connected to the top of the shock absorber tower (3). The end of the main beam (21) in the first direction (M) away from the side beam (22) is connected to the front wall panel (1). The height of the main beam (21) is higher than the height of the side beam (22) at the end near the damping tower (3).

9. The cabin structure (100) according to claim 8, characterized in that, The main beam (21) is provided with a buffer hole (211), the buffer hole (211) has multiple buffer walls (2111), and a chamfer structure (2112) is provided between two adjacent buffer walls (2111).

10. A vehicle, characterized in that, Includes the cabin structure (100) according to any one of claims 1-9.

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