A front wheel house upper reinforcing beam, mounting structure and vehicle

Abstract

The utility model provides a kind of front wheel cover upper reinforcing beam, mounting structure and vehicle, it is related to vehicle parts technical field.The front wheel cover upper reinforcing beam includes first beam body and second beam body, the cross section of first beam body and second beam body is all hat type, two flanging walls of first beam body and two flanging walls of second beam body are respectively corresponding to fit connection, the flanging wall of first beam body includes the first protruding section and the first recess section of alternately arranged along length direction, the flanging wall of second beam body includes the second protruding section and the second recess section of alternately arranged along length direction, wherein, first protruding section and second protruding section corresponding fit connection, with second recess section opposite setting along flanging wall thickness direction or with second recess section corresponding fit connection, first recess section and second protruding section corresponding fit connection, with second protruding section opposite setting along flanging wall thickness direction or with second recess section opposite setting along flanging wall thickness direction.

Description

Technical Field

[0001] This utility model relates to the field of vehicle parts technology, specifically to a front wheel arch reinforcement beam, mounting structure, and vehicle. Background Technology

[0002] The front wheel arch reinforcement beam is an important component of the front end of a car body. It is usually located above the front wheel arch area, with its front end connected to the end plate of the front longitudinal beam and its rear end welded to the A-pillar of the side panel. Its main function is to enhance the stiffness and modal characteristics of the front wheel arch area, ensure the stability of the mounting points of components such as the front shock absorbers, and at the same time, it is responsible for transferring and absorbing some of the collision energy during a vehicle collision, protecting the integrity of the passenger compartment.

[0003] In related technologies, the reinforcing beam on the front wheel arch is mostly made by welding a U-shaped main beam and a cover plate together. However, the welded flanges of the U-shaped main beam and the welded edges of the cover plate are mostly continuous long strip planar structures. The dimensional accuracy of such continuous long strip planar structures is not easy to control during the manufacturing process, and they are not easy to align during welding, which can easily lead to misalignment and affect the welding accuracy. Utility Model Content

[0004] The problem this invention addresses is how to improve the dimensional accuracy and welding convenience of the reinforcing beam structure on the front wheel arch.

[0005] To solve the above problems, this utility model provides a front wheel arch reinforcement beam, mounting structure, and vehicle.

[0006] In a first aspect, this utility model provides a reinforcing beam for a front wheel arch, comprising a first beam and a second beam. Both the first beam and the second beam have cap-shaped cross-sections, and the two flanged walls of the first beam and the two flanged walls of the second beam are respectively fitted and connected. The flanged wall of the first beam includes alternating first protruding sections and first recessed sections along its length, and the flanged wall of the second beam includes alternating second protruding sections and second recessed sections along its length. Wherein, the first protruding segment is correspondingly fitted and connected to the second protruding segment, and is disposed opposite to the second concave segment along the thickness direction of the flange wall or is correspondingly fitted and connected to the second concave segment; the first concave segment is correspondingly fitted and connected to the second protruding segment, and is disposed opposite to the second protruding segment along the thickness direction of the flange wall or is disposed opposite to the second concave segment along the thickness direction of the flange wall.

[0007] Optionally, at least one set of the first protruding segments and the second recessed segments are of equal length, or at least one set of the second protruding segments and the first recessed segments are of equal length.

[0008] Optionally, the section of the reinforcing beam on the front wheel arch located in front of the connection point of the front wheel arch satisfies the following: The first protruding segment and the second protruding segment are fitted together and are of equal length; the first recessed segment and the second recessed segment are arranged opposite each other along the thickness direction of the flange wall and are of equal length.

[0009] Optionally, the reinforcing beam on the front wheel arch adopts a segmented splicing design along its length, and the reinforcing beam on the front wheel arch includes a first beam segment extending from the front end of the connection part of the front wheel arch to the end plate of the longitudinal beam.

[0010] Optionally, the first beam is located on the side of the second beam facing the vehicle interior, and a first flange is provided at the front end of the top wall of the first beam. The first flange folds outward from the front end of the first beam towards the outside of the vehicle, and the first flange is used to fit and connect with the end plate of the longitudinal beam. The front end of the top wall of the second beam is provided with a second flange plate, which folds outward from the front end of the second beam towards the outside of the vehicle. The second flange plate is used to fit and connect with the end plate of the longitudinal beam.

[0011] Optionally, the first beam body includes a first front beam body corresponding to the first beam segment, and the second beam body includes a second front beam body corresponding to the first beam segment. The rear ends of the first front beam body and the rear ends of the second front beam body are staggered from each other along the extension direction of the reinforcing beam on the front wheel arch.

[0012] Secondly, this utility model provides a sliding door installation structure, including a longitudinal beam end plate disposed at the front end of the front longitudinal beam, and the aforementioned front wheel arch reinforcement beam. The first beam body of the front wheel arch reinforcement beam is located on the side of the second beam body facing the vehicle interior. The front end of the first beam body includes an inclined extension section and an end section. The inclined extension section extends inclined downwards towards the front, and the end section is connected to the front end of the inclined extension section and extends along the vehicle front-rear direction. The end section is located on the side of the front longitudinal beam facing the vehicle exterior. The rear side of the longitudinal beam end plate is provided with a connecting reinforcement member, which includes a first plate and a second plate. One end of the first plate is connected to the longitudinal beam end plate, and the other end is connected to the second plate. The first plate and the second plate are inclined to each other and the included angle between them is an obtuse angle. The first plate is attached to the side wall of the end section located below, and the second plate is attached to the side wall of the inclined extension section located below.

[0013] Optionally, the inner edge and the front edge of the first plate are provided with flanges to be fixedly connected to the rear side of the front longitudinal beam and the end plate of the longitudinal beam, respectively. And / or, the inner side of the second plate is provided with a flange for connection with the front longitudinal beam.

[0014] Optionally, the connecting reinforcement further includes a third plate, which is disposed between the first beam and the front longitudinal beam. The front edge, inner edge and outer edge of the third plate are all provided with flanges to connect with the longitudinal beam end plate, the first beam and the front longitudinal beam, respectively.

[0015] Thirdly, this utility model provides a vehicle including the aforementioned mounting structure.

[0016] The beneficial effects of the front wheel arch reinforcement beam of this utility model are as follows: The front wheel arch reinforcement beam is composed of a first beam and a second beam connected together with their openings facing each other; both the first and second beams are elongated structures with a hat-shaped cross-section. The two flanged walls of the first beam and the two flanged walls of the second beam are attached to each other in a one-to-one correspondence and connected by means such as welding. The flanged walls of the first beam have alternating first protruding sections and first recessed sections along their length; the flanged walls of the second beam have alternating second protruding sections and second recessed sections along their length. Both the first and second beams are continuously convex and concave along their length. The connection and correspondence of each structural segment are as follows: each first protruding section is attached to one second protruding section or one second recessed section, and the attached parts can be fixed by welding, bolting, or bonding; each first recessed section is opposite to one second protruding section or one second recessed section, that is, they are spaced apart along the thickness direction of the flanged wall.

[0017] By segmenting the flanged walls of the first and second beams, specifically by forming alternating raised and recessed sections, the transmission of dimensional deviations across the continuous plane can be effectively reduced. During manufacturing, only the dimensional accuracy of a single raised or recessed section needs to be controlled, significantly reducing the risk of overall dimensional instability and improving the manufacturing precision and consistency of the beams. Furthermore, during the butt welding of the first and second beams, the raised and recessed sections of the two beams must correspond and form a close fit or be relatively spaced. This structure creates a clear positioning and fitting relationship, facilitating rapid calibration during welding and significantly improving the accuracy and reliability of the welded connection. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the front wheel arch reinforcement beam being installed on a vehicle according to an embodiment of this utility model.

[0019] Figure 2 This is a schematic diagram of the structure of the reinforcing beam on the front wheel arch according to an embodiment of the present invention.

[0020] Figure 3 This is a bottom view of the reinforcing beam on the front wheel arch according to an embodiment of the present invention.

[0021] Figure 4 This is a schematic diagram of the hat-shaped cross-section of the reinforcing beam on the front wheel arch according to an embodiment of the present invention.

[0022] Figure 5 This is a schematic diagram of the segmented structure of the reinforcing beam on the front wheel arch according to an embodiment of the present invention.

[0023] Figure 6 This is a split view of the reinforcing beam on the front wheel arch according to an embodiment of the present invention.

[0024] Figure 7 This is a schematic diagram of the installation structure of an embodiment of the present utility model.

[0025] Figure 8 This is a split diagram of the installation structure according to an embodiment of the present utility model.

[0026] Figure 9 This is a schematic diagram of the installation of the connecting reinforcement member and the front wheel arch reinforcement beam in the installation structure of this utility model embodiment.

[0027] Figure 10 This is a front view of the connection reinforcement structure of the installation structure according to an embodiment of the present utility model.

[0028] Figure 11 This is a rear view of the connection reinforcement structure of the installation structure according to an embodiment of the present utility model.

[0029] Explanation of reference numerals in the attached drawings: 1. First beam; 101. First front beam; 102. First rear beam; 103. End section; 11. First protruding section; 12. First recessed section; 13. First flange plate; 2. Second beam; 201. Second front beam; 202. Second rear beam; 21. Second protruding section; 22. Second recessed section; 23. Second flange plate; 3. Front longitudinal beam; 31. Longitudinal beam end plate; 4. Front wheel arch; 4 1. Cover body; 42. Reinforcing plate; 5. Connecting reinforcement; 51. First plate; 511. First flange; 512. Second flange; 52. Second plate; 521. Third flange; 53. Third plate; 531. Fourth flange; 532. Fifth flange; 533. Sixth flange; 61. First beam segment; 62. Second beam segment; 71. Top wall; 72. Side wall; 73. Flanged wall; 81. Energy-absorbing box; 82. Front anti-collision beam. Detailed Implementation

[0030] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0031] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0032] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless explicitly stated otherwise in the context, they should be understood as "one or more". "Several" refers to one or more "one or more".

[0033] like Figure 1-6 As shown, this utility model embodiment provides a front wheel arch reinforcement beam, including a first beam 1 and a second beam 2. The cross-sections of both the first beam 1 and the second beam 2 are cap-shaped. The two flanged walls of the first beam 1 and the two flanged walls of the second beam 2 are respectively fitted together. The flanged wall of the first beam 1 includes alternating first protruding sections 11 and first recessed sections 12 along its length direction. The flanged wall of the second beam 2 includes alternating second protruding sections 21 and second recessed sections 22 along its length direction. The first protruding section 11 is fitted together with the second protruding section 21 and is arranged opposite to the second recessed section 22 along the thickness direction of the flanged wall, or is fitted together with the second recessed section 22. The first recessed section 12 is fitted together with the second protruding section 21 and is arranged opposite to the second protruding section 21 along the thickness direction of the flanged wall, or is arranged opposite to the second recessed section 22 along the thickness direction of the flanged wall.

[0034] In this embodiment, the reinforcing beam on the front wheel arch is formed by a first beam 1 and a second beam 2 connected together with their openings facing each other. Both the first beam 1 and the second beam 2 are elongated structures with a hat-shaped cross-section. The two flanged walls of the first beam 1 and the two flanged walls of the second beam 2 are attached to each other in a corresponding manner and connected by means such as welding. The flanged walls of the first beam 1 have alternating first protruding sections 11 and first recessed sections 12 along their length direction; the flanged walls of the second beam 2 have alternating second protruding sections 21 and second recessed sections 22 along their length direction. Both the first beam 1 and the second beam 2 include continuous concave and convex shapes along their length. The connection and correspondence of each structural segment are as follows: the first protruding segment 11 is correspondingly fitted and connected to the second protruding segment 21, and is arranged opposite to the second concave segment 22 along the thickness direction of the flange wall, or is correspondingly fitted and connected to the second concave segment 22; the first concave segment 12 is correspondingly fitted and connected to the second protruding segment 21, and is arranged opposite to the second protruding segment 21 along the thickness direction of the flange wall, or is arranged opposite to the second concave segment 22 along the thickness direction of the flange wall.

[0035] By segmenting the flange walls of the first beam 1 and the second beam 2, specifically by forming alternating raised and recessed sections, the transmission of dimensional deviations across the continuous plane can be effectively reduced. During manufacturing, only the dimensional accuracy of a single raised or recessed section needs to be controlled, significantly reducing the risk of overall dimensional instability and improving the manufacturing precision and consistency of the beams. Furthermore, during the butt welding of the first beam 1 and the second beam 2, the raised and recessed sections of the two beams must correspond to form a close fit or be relatively spaced. This structure provides an intuitive positioning and fitting relationship, facilitating rapid calibration during welding and significantly improving the accuracy and reliability of the welded connection.

[0036] Furthermore, the relative spacing between each first recessed segment 12 and its corresponding second protruding segment 21 or second recessed segment 22 creates a drainage gap, or drainage hole, between them, thereby enabling rapid drainage during the vehicle body painting process and optimizing the painting process effect. The segmented protrusion-recessed structure can form local reinforcing nodes at the flange wall, which not only disperses welding stress but also creates a "multi-point support" effect through the close connection of the protruding and recessed segments. Compared with a continuous planar structure, the bending resistance of the flange wall is significantly improved, thereby enhancing the overall load-bearing capacity and fatigue life of the front wheel arch reinforcement beam and better adapting to the vibration and impact conditions during vehicle operation.

[0037] It should be noted that the "fitting connection" and "relative arrangement" between the structural segments refer to the main planes of each segment. Specifically, they refer to the fit between the top surface of the first protruding segment 11 and the top surface of the second protruding segment 21 or the bottom surface of the second recessed segment 22, and the fit between the bottom surface of the first recessed segment 12 and the top surface of the second protruding segment 21 or the bottom surface of the second recessed segment 22. "Fitting connection" means that the corresponding main planes are in contact with each other and fixedly connected by means such as welding; "relative arrangement" means that the corresponding main planes are arranged facing each other along the thickness direction of the flange wall but do not contact each other, forming a predetermined gap.

[0038] Specifically, such as Figure 3 The diagram shows: A illustrates the corresponding fit and connection of the first protruding segment 11 and the second protruding segment 21; B illustrates the opposing arrangement of the first protruding segment 11 and the second recessed segment 22 along the thickness direction of the flange wall; C illustrates the corresponding fit and connection of the first recessed segment 12 and the second protruding segment 21; D illustrates the opposing arrangement of the first recessed segment 12 and the second recessed segment 22 along the thickness direction of the flange wall. The other two scenarios are similar to C, except that the positions of the protruding and recessed segments are reversed; and similar to B, except that the positions of the protruding and recessed segments are reversed.

[0039] Additionally, a raised section refers to a section that arches upwards towards the beam opening relative to the structural sections on either side, while a recessed section refers to a section that arches upwards in the opposite direction towards the beam opening relative to the structural sections on either side. Each structural section can be formed by stamping. The terms "raised section" and "recessed section" are relative; for example, stamping a raised section during the forming process will create a recessed section between two raised sections. Typically, the front end of the reinforcing beam on the front wheel arch is connected to the longitudinal beam end plate 31, and the rear end is connected to the A-pillar, forming an overall elephant trunk-shaped curve.

[0040] like Figure 4 As shown, the cross surface of the first beam 1 is a hat-shaped or U-shaped structure, which typically includes a top wall 71, two side walls 72 perpendicular to the top wall 71, and two flanged walls 73 extending outward from the ends of the side walls 72.

[0041] In this embodiment, the cross-sections of both the first beam 1 and the second beam 2 are designed in a hat shape, and the two flanged walls of the first beam 1 and the two flanged walls of the second beam 2 are designed in concave-convex segments. This not only improves the positioning accuracy of the welding of the first beam 1 and the second beam 2, but also ensures the flatness of the wall surface of the beam formed by the top wall and side wall of the first beam 1 and the second beam 2.

[0042] Optionally, such as Figure 3As shown, at least one set of first protruding segments 11 and second recessed segments 22 are connected in a close fit and have the same length, or at least one set of second protruding segments 21 and first recessed segments 12 are connected in a close fit and have the same length.

[0043] In this optional embodiment, either the design of "at least one set of first protruding segments 11 and second recessed segments 22 having equal lengths" or "at least one set of second protruding segments 21 and first recessed segments 12 having equal lengths" is sufficient, and both achieve the same effect. Taking the former as an example, by designing at least one set of first protruding segments 11 and second recessed segments 22 having equal lengths, when the first protruding segments 11 and second recessed segments 22 are fitted together, the recessed segments can provide lateral restraint to the protruding segments. During fitting, the end faces can be aligned for quick calibration. That is, before welding, the precise alignment of the flanged walls of the two beams can be quickly achieved through the cooperation of this set of protruding segments and recessed segments, effectively avoiding the welding misalignment problem of the prior art, improving the accuracy and reliability of the welding connection, and shortening the welding positioning time, thereby increasing production efficiency. Figure 3 The diagram illustrates a design where a second protruding segment 21 and a first recessed segment 12 are of equal length and fit together.

[0044] Optionally, the beam segment in the reinforcing beam on the front wheel arch located in front of the connection part of the front wheel arch 4 satisfies the following: the first protruding segment 11 and the second protruding segment 21 are fitted together and connected, and the two are of equal length; the first recessed segment 12 and the second recessed segment 22 are arranged opposite to each other along the thickness direction of the flange wall, and the two are of equal length.

[0045] In this optional embodiment, the section of the reinforcing beam on the front wheel arch, located in front of the connection point of the front wheel arch 4, bends not only inwards towards the vehicle but also downwards and forwards, and this section serves as the front end area of ​​the entire reinforcing beam that bears the impact. By adopting the above structural design—that is, the first protruding section 11 and the second protruding section 21 are fixed together with equal length, and the first recessed section 12 and the second recessed section 22 are arranged opposite each other with equal length—on the one hand, a continuous alternating fixed connection section can be formed between the protruding section fitting part and the gap section and the recessed section relative area. Through the combination of segmented rigid connection and gap buffer, the structural strength and deformation resistance of the front end are enhanced. On the other hand, when the vehicle body frame is immersed in paint, the paint liquid will gather towards the front end of the beam due to gravity, and the alternating gap sections can ensure that the paint liquid is quickly discharged, avoiding the accumulation of liquid residue that affects the paint quality.

[0046] Optionally, such as Figure 5 and Figure 6 As shown, the reinforcing beam on the front wheel arch adopts a segmented splicing design along the length direction, including the first beam segment 61 extending from the front end of the connection part of the front wheel arch 4 to the longitudinal beam end plate 31.

[0047] In this optional embodiment, the reinforcing beam on the front wheel arch adopts a segmented splicing design along its length. Correspondingly, the first beam body 1 and the second beam body 2 also adopt a segmented splicing design along their length. The reinforcing beam on the front wheel arch includes a first beam segment 61 extending from the front end of the connection part of the front wheel arch 4 to the longitudinal beam end plate 31. The first beam segment 61 can be regarded as the beam segment portion located in front of the connection part of the front wheel arch 4 in the aforementioned reinforcing beam on the front wheel arch. Correspondingly, the first beam body 1 and the second beam body 2 both include a beam segment extending from the front end of the connection part of the front wheel arch 4 to the longitudinal beam end plate 31. Specifically, the portion of the first beam body 1 corresponding to the first beam segment 61 is defined as the first front beam body 101, and the portion of the second beam body 2 corresponding to the first beam segment 61 is defined as the second front beam body 201.

[0048] The front wheel arch reinforcement beam adopts a split design, with the first beam 1 and the second beam 2 spliced ​​together. Both the first beam 1 and the second beam 2 employ a segmented butt joint design, with each segment coaxially connected to form the main structure. This effectively avoids transportation inconvenience caused by excessive overall length of the parts and reduces deformation caused by stacking, squeezing, or vibration during transportation. Furthermore, the first front beam 101 and the second front beam 201, extending from the front end of the front wheel arch mounting area to the longitudinal beam end plate 31, are independently set up. This makes the main curved portion of the front wheel arch reinforcement beam an independent component unit, facilitating individual transportation and storage. It also allows for precise dimensional control and performance optimization of this critical stress section during manufacturing, further enhancing the overall structural reliability.

[0049] Furthermore, the front wheel arch reinforcement beam can be installed in sections during vehicle body assembly: first, all beam sections except the first beam section 61 are joined end-to-end and connected as a whole to the A-pillar; then, the first beam section 61 is joined to the already installed beam sections and connected to the longitudinal beam end plate 31. Compared to installing the entire front wheel arch reinforcement beam in one go, this section installation method effectively reduces residual stress inside the beam after installation, ensuring the stability and dimensional accuracy of the connection between the reinforcement beam and the vehicle body.

[0050] Optionally, such as Figure 2 , Figure 5 and Figure 6 As shown, the first beam 1 is located on the side of the second beam 2 facing the vehicle interior. The front end of the top wall of the first beam 1 is provided with a first flange 13, which folds outward from the front end of the first beam 1 towards the outside of the vehicle. The first flange 13 is used to fit and connect with the longitudinal beam end plate 31. The front end of the top wall of the second beam 2 is provided with a second flange 23, which folds outward from the front end of the second beam 2 towards the outside of the vehicle. The second flange 23 is used to fit and connect with the longitudinal beam end plate 31.

[0051] In this optional embodiment, the first beam 1 is disposed inside the second beam 2, and correspondingly, the opening of the first beam 1 faces outward, while the opening of the second beam 2 faces inward. The front end of the top wall of the first beam 1 is provided with a first flange plate 13 that folds outward toward the vehicle, and the front end of the top wall of the second beam 2 is provided with a second flange plate 23 that folds outward toward the vehicle, thereby enabling quick connection between the first beam 1 and the second beam 2 and the rear side of the longitudinal beam end plate 31, respectively.

[0052] Specifically, continuing the segmented installation process of the front wheel arch reinforcement beam, a split installation process is adopted for the first beam segment 61: first, the first front beam 101 is assembled, and then the second front beam 201 is assembled. The advantage of this assembly method is that the key parts that need to be welded during the assembly process—the contact point between the first flange plate 13 and the longitudinal beam end plate 31, the contact point between the flange wall of the first front beam 101 and the second front beam 201, and the contact point between the second flange plate 23 and the longitudinal beam end plate 31—can all be welded on the outside of the vehicle body, greatly improving welding convenience and operational accessibility.

[0053] like Figure 2 As shown, the first flange 13 is usually arranged vertically at the top edge of the first front beam 101, and the second flange 23 is usually arranged vertically at the top edge of the second front beam 201.

[0054] It should be noted that in this utility model, "inner / outer" refers to the vehicle body, "inner side" refers to the side closer to the interior of the vehicle body, and "outer side" refers to the side farther away from the interior of the vehicle body; "front / rear" refers to the front end of the vehicle, and "rear end" refers to the end facing the front of the vehicle.

[0055] Optionally, such as Figure 5 As shown, the first beam 1 includes a first front beam 101 corresponding to the first beam segment 61, and the second beam 2 includes a second front beam 201 corresponding to the first beam segment 61. The rear ends of the first front beam 101 and the rear ends of the second front beam 201 are staggered from each other along the extension direction of the reinforcing beam on the front wheel arch.

[0056] In this optional embodiment, by staggering the rear ends of the first front beam 101 and the second front beam 201 along the axial direction of the reinforcing beam on the front wheel arch, superimposed interference between the rear ends of the two front beams in the connection area is avoided, stress concentration at the rear connection is dispersed, and the overall structural stability is improved. The reinforcing beam on the front wheel arch includes two segments: a first beam segment 61 and a second beam segment 62. The main body of the first beam segment 61 is curved, and a denser concave-convex structure can be designed on the flange wall corresponding to the first beam segment 61 to enhance structural strength. Correspondingly, a sparser concave-convex structure can be designed on the flange wall corresponding to the second beam segment 62. The first beam 1 includes two segments: a first front beam 101 and a first rear beam 102, and the second beam 2 includes two segments: a second front beam 201 and a second rear beam 202.

[0057] In addition, the rear end of the first front beam 101 is attached to the outer side of the front end of the first rear beam 102, and the rear end of the second front beam 201 is attached to the outer side of the front end of the second rear beam 202.

[0058] like Figure 1 , Figure 7-11 As shown, another embodiment of the present invention provides an installation structure, including a longitudinal beam end plate 31 disposed at the front end of the front longitudinal beam 3, and the aforementioned front wheel arch reinforcement beam. The first beam body 1 of the front wheel arch reinforcement beam is located on the side of the second beam body 2 facing the vehicle interior. The front end of the first beam body 1 includes an inclined extension section and an end section 103. The inclined extension section extends inclined downwards towards the front, and the end section 103 is connected to the front end of the inclined extension section and extends along the vehicle front-rear direction. The end section 103 is located on the side of the front longitudinal beam 3 facing the vehicle exterior. A connecting reinforcement 5 is provided on the rear side of the longitudinal beam end plate 31. The connecting reinforcement 5 includes a first plate 51 and a second plate 52. One end of the first plate 51 is connected to the longitudinal beam end plate 31, and the other end is connected to the second plate 52. The first plate 51 and the second plate 52 are inclined to each other and the included angle between them is an obtuse angle. The first plate 51 is attached to the side wall of the end section 103 located below, and the second plate 52 is attached to the side wall of the inclined extension section located below.

[0059] In this embodiment, the first beam 1 is disposed inside the second beam 2, that is, the opening of the first beam 1 of the reinforcing beam on the front wheel arch faces outward of the vehicle. The front end of the first beam 1 includes an inclined extension section and an end section 103. The inclined extension section faces forward and gradually extends downward at an incline. The end section 103 is connected to the front end of the inclined extension section and extends along the longitudinal direction of the vehicle. The end section 103 is located outside the front end of the front longitudinal beam 3. The connecting reinforcement 5 includes a first plate 51 and a second plate 52. One end of the first plate 51 is connected to the longitudinal beam end plate 31, and the other end is connected to the second plate 52. The first plate 51 and the second plate 52 are inclined to each other, and the included angle between them is an obtuse angle, preferably 100°-150°. The specific assembly relationship is as follows: the first plate 51 is fitted and fixedly connected to the lower side wall of the end section 103, and the second plate 52 is fitted and connected to the lower side wall of the inclined extension section. Through the "obtuse-angle V-shaped" double-plate segmented support, it can not only closely adapt to the side wall shape after the front end of the first beam 1 is bent, but also distribute the force on the end section 103, thereby strengthening the structural strength. Furthermore, this installation structure has the same technical improvements and effects as the reinforcing beam on the front wheel arch, which will not be elaborated further.

[0060] Optionally, such as Figure 9-11 As shown, the inner edge and front edge of the first plate 51 are both provided with flanges to be fixedly connected to the rear side of the front longitudinal beam 3 and the longitudinal beam end plate 31, respectively.

[0061] In this optional embodiment, the inner flange and the front flange of the first plate 51 can constrain the movement of the first beam 1 along the left-right direction and the front-back direction of the vehicle. Under the dual constraint, the deformation resistance of the front end of the reinforcing beam on the front wheel arch is greatly improved.

[0062] Specifically, a portion of the first plate 51 is fitted and connected to the lower side wall of the end section 103, while the other portion extends inward toward the side wall of the front longitudinal beam 3 to form an inner edge. A first flange 511 is provided on the inner edge, and a second flange 512 is also provided on the front edge of the first plate 51 facing the front of the vehicle. The first flange 511 and the second flange 512 are respectively fixedly connected to the outer side of the front longitudinal beam 3 and the rear side of the longitudinal beam end plate 31. Typically, the first plate 51 is arranged horizontally, and both the first flange 511 and the second flange 512 are folded vertically downwards to facilitate welding to the front longitudinal beam 3 and the longitudinal beam end plate 31, respectively.

[0063] Optionally, such as Figure 9-11 As shown, the inner edge of the second plate 52 is provided with a flange to connect with the front longitudinal beam 3, thereby enhancing the fixed connection strength of the front end of the reinforcing beam on the front wheel arch.

[0064] Specifically, the inner edge of the second plate 52 is provided with a third flange 521, which is fixedly connected to the outer side of the front longitudinal beam 3. The plate body of the second plate 52 extends obliquely upward from the rear edge of the first plate 51, and the third flange 521 is folded vertically backward from the inner edge of the second plate 52.

[0065] Optionally, the connecting reinforcement 5 also includes a third plate 53, which is disposed between the first beam 1 and the front longitudinal beam 3. The front edge, inner edge and outer edge of the third plate 53 are provided with flanges to connect with the longitudinal beam end plate 31, the first beam 1 and the front longitudinal beam 3 respectively, thereby enhancing the fixed connection strength of the front end of the reinforcing beam on the front wheel arch.

[0066] Specifically, the third plate 53 is located in the gap between the first beam 1 and the front longitudinal beam 3. The front edge, inner edge and outer edge of the third plate 53 are provided with a fourth flange 531, a fifth flange 532 and a sixth flange 533, respectively, so as to fit and fix them to the rear side of the longitudinal beam end plate 31, the top wall of the first beam 1 and the outer side of the front longitudinal beam 3. The third plate 53 can enhance the connection stability between the entire connecting reinforcement 5 and the longitudinal beam end plate 31, the first beam 1 and the front longitudinal beam 3.

[0067] Optionally, the first plate 51 and the third plate 53 are arranged in parallel and spaced apart. The first plate 51, the second plate 52 and the third plate 53 form a U-shaped structure with the opening of the U-shaped structure facing forward. The overall structure is ingeniously designed and the assembly and welding operations are convenient.

[0068] In use, the first rear beam 102 and the second rear beam 202 are first spliced ​​together to form the second beam segment 62. Then, the rear end of the second beam segment 62 is connected to the A-pillar, and the connecting reinforcement 5 is connected to the longitudinal beam end plate 31 and the inner side of the front longitudinal beam 3. Next, the first front beam 101 is connected to the connecting reinforcement 5 and the second beam segment 62. Then, the second front beam 201 is connected to the second beam segment 62 and the first front beam 101. The entire installation process realizes the separate assembly of the reinforcing beam on the front wheel arch. Most of the welding operations can be completed by operating the welding gun on the outside of the vehicle body, which is convenient.

[0069] Another embodiment of this utility model provides a vehicle including the aforementioned sliding door mounting structure. The technical improvements and effects of the vehicle are the same as those of the sliding door mounting structure, and will not be described again.

[0070] like Figure 1 As shown, the front wheel arch 4 includes an arch body 41 and a reinforcing plate 42 at the front of the arch body 41, with the rear end of the first beam segment 61 located at the front end of the reinforcing plate 42. An energy-absorbing box 81 is connected to the front side of the longitudinal beam end plate 31, and the two energy-absorbing boxes 81 on the left and right are connected to the two ends of the front anti-collision beam 82.

[0071] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A reinforcing beam for a front wheel arch, characterized in that, It includes a first beam (1) and a second beam (2), both of which have a cap-shaped cross-section. The two flanged walls of the first beam (1) and the two flanged walls of the second beam (2) are respectively fitted and connected. The flange wall of the first beam (1) includes alternating first protruding section (11) and first recessed section (12) along the length direction, and the flange wall of the second beam (2) includes alternating second protruding section (21) and second recessed section (22) along the length direction. Wherein, the first protruding segment (11) is correspondingly fitted and connected to the second protruding segment (21), and is arranged opposite to the second recessed segment (22) along the thickness direction of the flange wall or is correspondingly fitted and connected to the second recessed segment (22); the first recessed segment (12) is correspondingly fitted and connected to the second protruding segment (21), and is arranged opposite to the second protruding segment (21) along the thickness direction of the flange wall or is arranged opposite to the second recessed segment (22) along the thickness direction of the flange wall.

2. The front wheel arch reinforcement beam according to claim 1, characterized in that, At least one set of the first protruding segment (11) and the second recessed segment (22) are connected in a close fit and have the same length, or at least one set of the second protruding segment (21) and the first recessed segment (12) are connected in a close fit and have the same length.

3. The front wheel arch reinforcement beam according to claim 1, characterized in that, The section of the beam in front of the connection point of the front wheel arch (4) of the reinforcing beam on the front wheel arch satisfies the following: The first protruding section (11) and the second protruding section (21) are fitted together and connected, and the two are of equal length; the first recessed section (12) and the second recessed section (22) are arranged opposite to each other along the thickness direction of the flange wall, and the two are of equal length.

4. The front wheel arch reinforcement beam according to claim 1, characterized in that, The front wheel arch reinforcement beam adopts a segmented splicing design along its length. The front wheel arch reinforcement beam includes a first beam segment (61) extending from the front end of the connection part of the front wheel arch (4) to the longitudinal beam end plate (31).

5. The front wheel arch reinforcement beam according to claim 4, characterized in that, The first beam (1) is located on the side of the second beam (2) facing the vehicle interior. The front end of the top wall of the first beam (1) is provided with a first flange plate (13). The first flange plate (13) is folded from the front end of the first beam (1) to the outside of the vehicle. The first flange plate (13) is used to fit and connect with the longitudinal beam end plate (31). The front end of the top wall of the second beam (2) is provided with a second flange plate (23). The second flange plate (23) is folded outward from the front end of the second beam (2) towards the outside of the vehicle. The second flange plate (23) is used to fit and connect with the longitudinal beam end plate (31).

6. The front wheel arch reinforcement beam according to claim 4, characterized in that, The first beam (1) includes a first front beam (101) corresponding to the first beam segment (61), and the second beam (2) includes a second front beam (201) corresponding to the first beam segment (61). The rear ends of the first front beam (101) and the rear ends of the second front beam (201) are staggered from each other along the extension direction of the reinforcing beam on the front wheel arch.

7. An installation structure, characterized in that, Includes a longitudinal beam end plate (31) disposed at the front end of the front longitudinal beam (3), and a front wheel arch reinforcement beam as described in any one of claims 1-6, wherein the first beam body (1) of the front wheel arch reinforcement beam is located on the side of the second beam body (2) facing the vehicle interior, the front end of the first beam body (1) includes an inclined extension section and an end section (103), the inclined extension section extends downward in an inclined direction towards the front, the end section (103) is connected to the front end of the inclined extension section and extends along the vehicle front-rear direction, and the end section (103) is located on the side of the front longitudinal beam (3) facing the vehicle exterior; The rear side of the longitudinal beam end plate (31) is provided with a connecting reinforcement (5). The connecting reinforcement (5) includes a first plate (51) and a second plate (52). One end of the first plate (51) is connected to the longitudinal beam end plate (31), and the other end is connected to the second plate (52). The first plate (51) and the second plate (52) are inclined to each other and the included angle between them is an obtuse angle. The first plate (51) is attached to the side wall of the end section (103) located below, and the second plate (52) is attached to the side wall of the inclined extension section located below.

8. The installation structure according to claim 7, characterized in that, The inner edge and the front edge of the first plate (51) are provided with flanges to be fixedly connected to the rear side of the front longitudinal beam (3) and the longitudinal beam end plate (31), respectively. And / or, the inner side of the second plate (52) is provided with a flange for connection to the front longitudinal beam (3).

9. The installation structure according to claim 7, characterized in that, The connecting reinforcement (5) also includes a third plate (53), which is disposed between the first beam (1) and the front longitudinal beam (3). The front edge, inner edge and outer edge of the third plate (53) are provided with flanges to connect with the longitudinal beam end plate (31), the first beam (1) and the front longitudinal beam (3) respectively.

10. A vehicle, characterized in that, Includes the mounting structure as described in any one of claims 7-9.

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