Cabin frame structure and vehicle

Abstract

The application relates to the technical field of vehicle bodies, and provides a cabin frame structure and a vehicle. The cabin frame structure comprises cabin longitudinal beams arranged on two sides of the bottom of the cabin, wheel cover upper edge beams arranged on two sides of the top of the cabin, and wheel cover plates and wheel cover rear wall plates arranged between the cabin longitudinal beams and the wheel cover upper edge beams on the same side. The upper and lower ends of the wheel cover plates and the wheel cover rear wall plates are respectively overlapped on the wheel cover upper edge beams and the cabin longitudinal beams; the wheel cover plates are arched towards the top of the cabin longitudinal beams and the inner side of the wheel cover upper edge beams, the bottom of the wheel cover plates is overlapped on the top wall and the outer side wall of the cabin longitudinal beams, and the bottom of the wheel cover plates is fixedly connected with the cabin longitudinal beams through riveting pieces. The cabin frame structure can connect the cabin longitudinal beams, the wheel cover upper edge beams, the wheel cover plates and the front wall assembly through the wheel cover rear wall plates arranged between the wheel cover plates and the front wall assembly, and the bottom of the wheel cover plates is overlapped on the outer side of the cabin longitudinal beams, so that the structural stability of the side of the cabin frame and the regularity of the side of the cabin can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle body technology, and in particular to an engine compartment frame structure and a vehicle. Background Technology

[0002] With the continuous development of the automotive industry, lightweight design has become an important means and direction for improving vehicle power performance and fuel efficiency. All-aluminum engine compartment design, due to its excellent lightweight characteristics, has gradually become a hot topic in automotive design. As a core component of the vehicle, the structural design of the engine compartment is crucial for ensuring the vehicle's collision safety and improving the rigidity and strength of the body. However, in traditional designs, the all-aluminum engine compartment frame structure lacks a large amount of overlapping sheet metal, effective and stable connections between beams, and a buffer structure with chambers, resulting in weak overall structural stability of the engine compartment frame, especially in terms of structural strength and force transmission performance on the sides of the engine compartment frame.

[0003] In addition, in traditional designs, the wheel arch panels (i.e. shock absorber towers) located on the side of the cabin are usually fixed to the top of the cabin longitudinal beams using multiple support structures. Some of these support structures protrude into the inside of the cabin longitudinal beams, resulting in many protruding structures on the side of the cabin and affecting the regularity of the cabin. Utility Model Content

[0004] In view of this, this application aims to propose a cabin frame structure to improve the overall structural strength and regularity of the cabin side.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: A cabin frame structure includes cabin longitudinal beams disposed on both sides of the bottom of the cabin, wheel cover upper side beams disposed on both sides of the top of the cabin, and wheel cover plate and wheel cover rear bulkhead plate disposed on the same side between the cabin longitudinal beams and the wheel cover upper side beams. The rear end of the upper side beam of the wheel arch is connected to the A-pillar, and the rear end of the nacelle longitudinal beam is connected to the lower crossbeam of the front bulkhead assembly. The nacelle longitudinal beam is located on the side below the upper side beam of the wheel arch, biased towards the interior of the nacelle. The upper and lower ends of the wheel arch plate and the rear wheel arch plate respectively overlap the upper side beam of the wheel arch and the nacelle longitudinal beam. The wheel arch plate is arched upwards towards the upper side beam of the nacelle longitudinal beam and the inner side beam of the upper side beam of the wheel arch. The bottom of the wheel arch plate overlaps the top wall and the outer wall of the nacelle longitudinal beam and is fixed to the nacelle longitudinal beam by riveting.

[0006] Furthermore, the wheel arch plate includes an inner plate extending upward from the top of the nacelle longitudinal beam, a top plate connecting the inner plate and the upper side beam of the wheel arch, and an end plate connecting the edges of the inner plate and the top plate on the same side.

[0007] Furthermore, a wheel cover connecting platform is formed on the inner side of the upper beam of the wheel cover, and a connecting part is formed by bending the end of the top plate. The connecting part is fixed to the wheel cover connecting platform by a riveting component.

[0008] Furthermore, the end of the inner side plate is provided with a connecting leg extending downward, the connecting leg overlapping the outer side wall and being riveted and fixed. And / or, the top wall is provided with a wheel cover connecting plate, the bottom of the inner plate is formed with a support platform that abuts against the top wall, and the support platform is fixedly connected to the wheel cover connecting plate by a riveting member.

[0009] Furthermore, the rear wheel arch panel includes an outer panel extending downward from the inner sidewall of the upper side beam of the wheel arch, a bottom panel extending from the top wall towards the outer side of the vehicle and connected to the bottom of the outer panel, and a front partition connecting the bottom panel and the front edge of the outer panel; the front partition overlaps the wheel arch panel, and the rear end of the rear wheel arch panel is connected to the front assembly, forming a cavity enclosed by the rear wheel arch panel between the front assembly and the wheel arch panel.

[0010] Furthermore, both the longitudinal beams of the engine compartment and the upper side beams of the wheel arches are made of extruded aluminum profiles, and / or the wheel arch plates are integrally formed aluminum materials.

[0011] Furthermore, it also includes a lower reinforcing plate for the side beam connecting the upper side beam of the wheel cover and the A-post; the lower reinforcing plate for the side beam is located below the upper side beam of the wheel cover and forms a triangular support structure with the A-post and the upper side beam of the wheel cover.

[0012] Furthermore, it also includes a reinforcing bracket located at the rear of the engine compartment longitudinal beam; the reinforcing bracket extends obliquely from the side of the engine compartment longitudinal beam toward the rear of the vehicle and is connected to the lower crossbeam of the front bulkhead, forming a triangular support structure between the reinforcing bracket, the engine compartment longitudinal beam and the lower crossbeam of the front bulkhead.

[0013] Furthermore, the reinforcing bracket includes an inner bracket disposed on the inner side of the longitudinal beam of the engine compartment and an outer bracket disposed on the outer side of the longitudinal beam of the engine compartment, and the inner bracket and the outer bracket are staggered in the vertical direction of the vehicle.

[0014] Compared with related technologies, this application has the following advantages: (1) The cabin frame structure of this application, based on the staggered arrangement of the cabin longitudinal beams and the upper side beams of the wheel arches, can effectively improve the connection strength between the cabin longitudinal beams and the upper side beams of the wheel arches by setting wheel arch plates and wheel arch rear bulkheads adjacent to each other between the cabin longitudinal beams and the upper side beams of the wheel arches. The wheel arch rear bulkheads located between the wheel arch plates and the front bulkhead assembly connect the cabin longitudinal beams, the upper side beams of the wheel arches, the wheel arch plates and the front bulkhead assembly, which can improve the structural stability of the side of the cabin frame and the buffering performance against impact forces during collisions. At the same time, the bottom of the wheel arch plates overlaps the outside and top of the cabin longitudinal beams, avoiding the situation of abrupt structures on the inside of the cabin longitudinal beams, which is conducive to improving the flatness and regularity of the side of the cabin, thereby effectively improving the overall structural strength and regularity of the side of the cabin.

[0015] (2) The wheel cover is composed of an integrally connected inner plate, top plate and end plate, thus forming an arched convex shape, which can form a space for wheel installation and rotation below it, and its own arched structure can form a stable connection between the engine compartment longitudinal beam and the upper side beam of the wheel cover; at the same time, by setting shock absorber mounting holes on the top plate, it also provides an installation base for the shock absorber on the subframe to be installed and connected on the vehicle body.

[0016] (3) By setting a protruding wheel cover connecting platform on the inner side of the upper beam of the wheel cover, and bending the end of the top plate to form a connecting part that can fit on the wheel cover connecting platform, the top plate can fit tightly on the wheel cover connecting platform, and then the reliable connection between the two can be achieved through the riveting structure, thus ensuring the reliability of the connection between the wheel cover plate and the upper beam of the wheel cover.

[0017] (4) A connecting leg extending downwards is provided at the bottom of the inner side plate, so that the connecting leg overlaps the outer wall of the nacelle longitudinal beam, and the connecting leg is fixed to the outer wall by a riveting structure, which can further improve the connection stability of the wheel cover plate on the nacelle longitudinal beam. Similarly, by providing a wheel cover connecting plate on the top wall of the nacelle longitudinal beam, and providing a protruding support platform at the bottom of the inner side plate, and riveting the support platform to the wheel cover connecting plate, the connection reliability between the wheel cover plate and the nacelle longitudinal beam is ensured; moreover, the bottom of the support platform abuts against the top wall, so that the nacelle longitudinal beam provides stable support for the entire wheel cover plate.

[0018] (5) The rear bulkhead of the wheel arch is constructed by connecting the relatively bent outer side plate, the bottom plate and the front bulkhead. It can enclose the space located below the upper side beam of the wheel arch and outside the longitudinal beam of the engine room into the engine room, forming a neat and spacious chamber for arranging components such as glass washing jug, air conditioning system, and batteries. Moreover, the front bulkhead overlaps the wheel arch plate, the top of the rear bulkhead of the wheel arch is connected to the upper side beam of the wheel arch, the bottom is connected to the longitudinal beam of the engine room, and the rear end is connected to the front bulkhead assembly. By using riveting, welding and other methods, the rear bulkhead of the wheel arch can reliably connect the surrounding structural components into one, thereby effectively improving the structural stability of the side of the engine room frame.

[0019] (6) The main structural components of the engine compartment frame, such as the longitudinal beams of the engine compartment, the upper side beams of the wheel arches, and the wheel arch plates, are all made of one-piece molded aluminum materials, which avoids the large amount of sheet metal stacking and complex molding and assembly processes of the body structure, and is conducive to improving the lightweight design level of the engine compartment frame.

[0020] (7) A side beam under reinforcement plate is set between the A-pillar and the upper side beam of the wheel arch, and the three form a triangular support structure, which can effectively improve the structural stability of the rear of the upper side beam of the wheel arch, so that the engine compartment frame, the rear front assembly and the main body frame are reliably connected as one.

[0021] (8) A reinforcing bracket is installed at the rear end of the engine compartment longitudinal beam. The triangular support structure formed by the reinforcing bracket between the engine compartment longitudinal beam and the front bulkhead lower crossbeam can improve the structural stability of the rear end of the engine compartment longitudinal beam, so that the engine compartment longitudinal beam can be reliably connected to the rear front bulkhead assembly and the main body frame.

[0022] (9) Inner and outer supports are installed on the inner and outer sides of the longitudinal beam of the engine room, and the inner and outer supports are arranged in a staggered manner to achieve a more balanced double reinforcement effect, thereby strengthening the root of the longitudinal beam of the engine room and providing a solid foundation for the installation of components such as wheel cover plates and rear wheel cover plates.

[0023] Another object of this application is to provide a vehicle that adopts the cabin frame structure described in this application. The vehicle of this application possesses the technical advantages of the aforementioned cabin frame structure. Attached Figure Description

[0024] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application. The directional terms such as front / back, up / down, etc., used therein are only used to indicate relative positional relationships and do not constitute an improper limitation of this application. In the accompanying drawings: Figure 1 This is a schematic diagram of the overall structure of the cabin frame structure described in the embodiments of this application; Figure 2 for Figure 1 A magnified view of the area shown in section A; Figure 3 for Figure 1 A structural schematic diagram of the cabin frame structure from another perspective; Figure 4 This is a front view of the cabin frame structure described in the embodiments of this application; Figure 5 This is a side view of the cabin frame structure described in the embodiments of this application; Figure 6 for Figure 2A magnified view of the area shown in section B; Figure 7 for Figure 1 The diagram shows a structural schematic of the cabin frame structure from one side of the bottom. Figure 8 for Figure 7 A magnified view of the area shown in C.

[0025] Explanation of reference numerals in the attached figures: 1. Nacelle longitudinal beams; 10. Top wall; 100. Wheel arch connecting plate; 11. Outer wall; 12. Reinforcing bracket; 120. Inner bracket; 121. Outer bracket; 2. Front bulkhead assembly; 20. Front bulkhead panel; 21. Lower front bulkhead crossbeam; 22. Upper front bulkhead crossbeam; 30. A-pillar; 31. Sill beam; 32. Upper side beam of wheel arch; 320. Wheel arch connecting platform; 33. Lower reinforcing plate of side beam; 4. Wheel cover plate; 40. Top plate; 400. Shock absorber mounting hole; 401. Connecting part; 41. Inner plate; 410. Connecting leg; 411. Support platform; 42. End plate; 43. Reinforcing rib; 44. Blind rivet; 5. Rear wheel arch panel; 50. Chamber; 51. Bottom panel; 52. Outer panel; 53. Front partition. Detailed Implementation

[0026] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0028] Furthermore, it should be stated in the description of this application that if terms indicating orientation or positional relationship, such as "up," "down," "left," "right," "front," "rear," "inner," and "outer," appear, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and for clarity and conciseness of expression, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this application. Taking the vehicle described in this application as an example, the directional terms such as "up," "down," "left," "right," "front," and "rear" used in the embodiments are defined based on the vehicle's vertical direction (also known as the height direction), horizontal direction (also known as the width direction), and front-back direction (also known as the length direction). Specifically, as shown in the accompanying drawings, the X direction is the vehicle's front-back direction, where the side pointed by the arrow is "front," and the opposite is "rear." The Y direction is the vehicle's horizontal direction, where the side pointed by the arrow is "left," and the opposite is "right." The Z direction is the vehicle's vertical direction, where the side pointed by the arrow is "up," and the opposite is "down." "Inner" and "outer" are defined based on the outline of the corresponding components. For example, "inner" and "outer" are defined based on the outline of the vehicle. The side of the vehicle outline closer to the middle of the vehicle is "inner", and the other side is "outer".

[0029] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0030] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0031] With the continuous development of the automotive industry, lightweight design has become an important means and direction for improving vehicle power performance and fuel efficiency. All-aluminum engine compartment design, due to its excellent lightweight characteristics, has gradually become a hot topic in automotive design. As a core component of the vehicle, the structural design of the engine compartment is crucial for ensuring the vehicle's collision safety and improving the rigidity and strength of the body. However, in traditional designs, the all-aluminum engine compartment frame structure lacks a large amount of overlapping sheet metal, effective and stable connections between beams, and a buffer structure with chambers, resulting in weak overall structural stability of the engine compartment frame, especially in terms of structural strength and force transmission performance on the sides of the engine compartment frame.

[0032] In addition, in traditional designs, the wheel arch panels (i.e. shock absorber towers) located on the side of the cabin are usually fixed to the top of the cabin longitudinal beams using multiple support structures. Some of these support structures protrude into the inside of the cabin longitudinal beams, resulting in many protruding structures on the side of the cabin and affecting the regularity of the cabin.

[0033] In view of the above-mentioned problems in the related technologies, this application innovatively proposes a brand-new cabin frame structure that can improve the overall structural strength and collision safety of the cabin side.

[0034] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0035] An embodiment of the first aspect of this application provides a cabin frame structure applied to the construction of a cabin skeleton at the front of a vehicle; an exemplary structure is as follows: Figure 1 , Figure 2 and Figure 3 As shown.

[0036] Overall, the cabin frame structure includes cabin longitudinal beams 1 located on both sides of the cabin bottom, wheel arch upper side beams 32 located on both sides of the cabin top, and wheel arch plates 4 and wheel arch rear bulkheads 5 located between the cabin longitudinal beams 1 and wheel arch upper side beams 32 on the same side. The rear end of the wheel arch upper side beam 32 connects to the A-pillar 30, and the rear end of the cabin longitudinal beam 1 connects to the lower crossbeam 21 of the front bulkhead assembly 2. The cabin longitudinal beam 1 is located below the wheel arch upper side beam 32, biased towards the interior of the cabin. The upper and lower ends of the wheel arch plates 4 and wheel arch rear bulkheads 5 overlap the wheel arch upper side beams 32 and the cabin longitudinal beams 1, respectively. Furthermore, the wheel arch plates 4 are arched upwards towards the cabin longitudinal beams 1 and inwards towards the wheel arch upper side beams 32. The bottom of the wheel arch plates 4 overlaps the top wall 10 and outer wall 11 of the cabin longitudinal beams 1 and is fixed to the cabin longitudinal beams 1 by riveting.

[0037] Based on the staggered arrangement of the longitudinal beams 1 and the upper side beams 32 of the wheel arches, by setting wheel arch plates 4 and rear wheel arch panels 5 adjacent to each other between the longitudinal beams 1 and the upper side beams 32 of the wheel arches, the connection strength between the longitudinal beams 1 and the upper side beams 32 of the wheel arches can be effectively improved. The rear wheel arch panels 5, located between the wheel arch plates 4 and the front bulkhead assembly 2, connect the longitudinal beams 1, the upper side beams 32 of the wheel arches, the wheel arch plates 4 and the front bulkhead assembly 2, which can improve the structural stability of the side of the cabin frame and the buffering performance against impact forces during collisions. At the same time, the bottom of the wheel arch plates 4 overlaps the outside and top of the longitudinal beams 1 of the cabin, avoiding the appearance of abrupt structures on the inside of the longitudinal beams 1 of the cabin, which helps to improve the flatness and regularity of the side of the cabin, thereby effectively improving the overall structural strength and regularity of the side of the cabin.

[0038] It should be noted that, based on the overall design concept described above, the technical solution of this application can adopt various different specific implementation structures, forms, or configuration sequences. For example, the aforementioned nacelle longitudinal beam 1 and wheel arch upper side beam 32, as well as structural components such as wheel arch plate 4 and wheel arch rear bulkhead plate 5, can be made of traditional sheet metal structural components or lighter aluminum profiles; the assembly and connection of the nacelle longitudinal beam 1, wheel arch upper side beam 32, and wheel arch plate 4 can be achieved by bolting, riveting, or welding. The specific arrangement sequence and assembly method of the nacelle longitudinal beam 1, wheel arch plate 4, wheel arch upper side beam 32, and wheel arch rear bulkhead plate 5 can also be flexibly adjusted. For parts required for the implementation of the overall solution but not covered in the above overall setup, reasonable and flexible designs can be made by referring to mature setup methods in the field and the actual situation during implementation, which will not be elaborated here. The specific implementation schemes described below in this embodiment are only one of the many solutions that can be formed by the various combinations and variations described above. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the various combinations and variations of the above-mentioned specific forms that can form numerous solutions, as well as the specific implementation schemes of this embodiment, are all within the protection scope of this application.

[0039] The following will provide a detailed description of the solution proposed in this application. To facilitate a better understanding of the solution proposed in this application, it is necessary to provide a preliminary explanation of the general structure of the engine compartment frame and the overall vehicle body frame before proceeding with the detailed description below. The engine compartment frame structure of this application is located entirely at the front of the vehicle body, with its rear end connected to the front bulkhead assembly 2. The front bulkhead assembly 2 typically includes a front bulkhead panel 20, an upper front bulkhead crossbeam 22 located above the front bulkhead panel 20, and a lower front bulkhead crossbeam 21 located below the front bulkhead panel 20. The two ends of the lower front bulkhead crossbeam 21 are connected to the sill beams 31 on the left and right sides of the vehicle, and the two ends of the upper front bulkhead crossbeam 22 are connected to the A-pillars 30 on both sides of the vehicle. The tail ends of the two longitudinal beams 1 located on both sides of the bottom of the cabin are fixedly connected to the upper crossbeam 22 of the front bulkhead. The tail ends of the wheel arch upper side beams 32 located on both sides of the top of the cabin are connected to the middle of the A-pillar 30 near the upper crossbeam 22 of the front bulkhead. The front ends of the two longitudinal beams 1 are usually connected together by energy-absorbing boxes, bumpers, etc., which ultimately form the main structure of the cabin frame.

[0040] Continue as Figure 4 , Figure 5 and Figure 6 As shown, as a preferred exemplary embodiment among various feasible solutions, the wheel arch plate 4 of this embodiment includes an inner plate 41 extending upward from the top of the engine compartment longitudinal beam 1, a top plate 40 connecting the inner plate 41 and the upper edge beam 32 of the wheel arch, and an end plate 42 connecting the edges of the inner plate 41 and the top plate 40 on the same side. The wheel arch plate 4 is composed of the integrally connected inner plate 41, top plate 40 and end plate 42, thereby forming an arched convex shape, which can form a space for wheel installation and rotation below it, and its own arched structure can form a stable connection between the engine compartment longitudinal beam 1 and the upper edge beam 32 of the wheel arch; at the same time, by providing shock absorber mounting holes 400 on the top plate 40, a mounting base is also provided for the installation connection of the shock absorber on the subframe to the vehicle body.

[0041] Regarding the specific connection method between the wheel arch plate 4, the engine room longitudinal beam 1, and the upper side beam 32 of the wheel arch, there are naturally many different technical solutions to choose from; for example, welding, bolting, and other forms can be used. However, in order to obtain better technical results, the following connection method is preferred.

[0042] Specifically, such as Figure 6 and Figure 7 , Figure 8As shown, in this embodiment, a wheel cover connecting platform 320 is protruding on the inner side of the upper side beam 32 of the wheel cover, and a connecting part 401 is bent at the end of the top plate 40. The connecting part 401 is fixed to the wheel cover connecting platform 320 by a riveting member. By providing a protruding wheel cover connecting platform 320 on the inner side of the upper side beam 32 of the wheel cover, and bending the end of the top plate 40 to form a connecting part 401 that can fit against the wheel cover connecting platform 320, the top plate 40 can be tightly fitted against the wheel cover connecting platform 320. Thus, a reliable connection between the two is achieved through the riveting structure, ensuring the reliability of the connection between the wheel cover plate 4 and the upper side beam 32 of the wheel cover.

[0043] Preferably, a wheel arch connecting plate 100 can be provided on the top wall 10 of the nacelle longitudinal beam 1, and a support platform 411 that can abut against the top wall 10 can be formed at the bottom of the inner plate 41. The support platform 411 is then fixed to the wheel arch connecting plate 100 by riveting. Similarly, by providing a wheel arch connecting plate 100 on the top wall 10 of the nacelle longitudinal beam 1, and providing a protruding support platform 411 at the bottom of the inner plate 41, and riveting the support platform 411 to the wheel arch connecting plate 100, the reliability of the connection between the wheel arch plate 4 and the nacelle longitudinal beam 1 is ensured; moreover, the bottom of the support platform 411 abuts against the top wall 10, so that the nacelle longitudinal beam 1 provides stable support for the entire wheel arch plate 4.

[0044] Regarding the aforementioned configuration, in specific implementation and application, mature methods or products in this field can be utilized, and adjustments can be made based on factors such as ease of implementation, rationality, and applicability. For example, the wheel cover plate 4 can be connected and assembled with the engine compartment longitudinal beam 1 and the upper wheel cover beam 32 using blind rivets 44. Using multiple blind rivets 44 to connect the wheel cover plate 4 with the engine compartment longitudinal beam 1, and the wheel cover plate 4 with the upper wheel cover beam 32, offers advantages such as convenient operation and reliable connection performance. While riveting, the reliability of the connection between the wheel cover plate 4 and the engine compartment longitudinal beam 1, and the wheel cover plate 4 with the upper wheel cover beam 32, can be further strengthened by welding.

[0045] Furthermore, in this embodiment, the end of the inner side plate 41 is also provided with a downwardly extending connecting leg 410. Preferably, two sets of connecting legs 410 are provided at intervals, and these two sets of connecting legs 410 are overlapped on the outer side wall 11 of the engine room longitudinal beam 1 and fixed to the outer side wall 11 by riveting. The downwardly extending connecting leg 410 is provided at the bottom end of the inner side plate 41, so that the connecting leg 410 overlaps the outer side wall 11 of the engine room longitudinal beam 1, and the connecting leg 410 is fixed to the outer side wall 11 by riveting structure, which can further improve the connection stability of the wheel cover plate 4 on the engine room longitudinal beam 1.

[0046] In addition, to improve the overall structural strength of the wheel cover plate 4, a certain number of reinforcing ribs 43 can be provided on the entire wall panel of the wheel cover plate 4. The reinforcing ribs 43 can be reasonably arranged and extend from the top plate 40 to the end plate 42 and the inner plate 41.

[0047] like Figure 3 As shown, as a preferred exemplary implementation among various feasible solutions, the wheel arch rear panel 5 of this embodiment includes an outer panel 52 extending downward from the inner sidewall of the upper side beam 32 of the wheel arch, a bottom panel 51 extending outward from the top wall 10 of the engine compartment longitudinal beam 1 and connected to the bottom of the outer panel 52, and a front partition 53 connecting the front edge of the bottom panel 51 and the outer panel 52; the front partition 53 overlaps the wheel arch plate 4, and the rear end of the wheel arch rear panel 5 is connected to the front assembly 2, thus forming a cavity 50 enclosed by the wheel arch rear panel 5 between the front assembly 2 and the wheel arch plate 4.

[0048] The rear wheel arch panel 5 is constructed by connecting the relatively bent outer side panel 52, the bottom panel 51, and the front bulkhead 53. It can enclose the space located below the upper side beam 32 of the wheel arch and outside the longitudinal beam 1 of the nacelle into the interior of the nacelle, forming a neat and spacious chamber 50 for accommodating components such as glass washer, air conditioning system, and batteries. Moreover, the front bulkhead 53 overlaps the wheel arch panel 4. The top of the rear wheel arch panel 5 is connected to the upper side beam 32 of the wheel arch, the bottom is connected to the longitudinal beam 1 of the nacelle, and the rear end is connected to the front assembly 2. By using riveting, welding, and other methods, the rear wheel arch panel 5 can reliably connect the surrounding structural components into one unit, thereby effectively improving the structural stability of the side of the nacelle frame.

[0049] As mentioned above, the aforementioned longitudinal beams 1 and upper wheel arch beams 32, as well as structural components such as wheel arch panels 4 and rear wheel arch panels 5, can be made of traditional sheet metal or lighter aluminum profiles. In this embodiment, the longitudinal beams 1 and upper wheel arch beams 32 are both made of extruded aluminum profiles, while the wheel arch panels 4 are integrally formed sheet aluminum. The main structural components of the engine compartment frame, such as the longitudinal beams 1, upper wheel arch beams 32, and wheel arch panels 4, are all constructed from integrally formed aluminum, avoiding the need for extensive sheet metal stacking and complex forming and assembly processes in the vehicle body structure, and also contributing to a lighter design level for the engine compartment frame.

[0050] Continue as Figure 3 , Figure 5As shown, as a preferred exemplary embodiment among various feasible solutions, the cabin frame structure of this embodiment further includes a lower reinforcing plate 33 connecting the upper side beam 32 of the wheel arch and the A-pillar 30. This lower reinforcing plate 33 is located below the upper side beam 32 of the wheel arch and forms a triangular support structure with the A-pillar 30 and the upper side beam 32 of the wheel arch. The lower reinforcing plate 33, positioned between the A-pillar 30 and the upper side beam 32 of the wheel arch, forms a triangular support structure, effectively improving the structural stability of the rear of the upper side beam 32 of the wheel arch, and reliably connecting the cabin frame, the rear front bulkhead assembly 2, and the main body frame into a single unit.

[0051] In addition, such as Figure 2 , Figure 4 and Figure 7 As shown, to improve the structural stability of the rear of the engine compartment longitudinal beam 1, the engine compartment frame structure of this embodiment also includes a reinforcing bracket 12 located at the rear of the engine compartment longitudinal beam 1. The reinforcing bracket 12 extends obliquely from the side of the engine compartment longitudinal beam 1 toward the rear of the vehicle and connects to the lower crossbeam 21 of the front bulkhead, forming a triangular support structure between the reinforcing bracket 12, the engine compartment longitudinal beam 1, and the lower crossbeam 21 of the front bulkhead. By providing the reinforcing bracket 12 at the rear end of the engine compartment longitudinal beam 1, and utilizing the triangular support structure formed by the reinforcing bracket 12 between the engine compartment longitudinal beam 1 and the lower crossbeam 21 of the front bulkhead, the structural stability of the rear of the engine compartment longitudinal beam 1 can be improved, so that the engine compartment longitudinal beam 1 is reliably connected to the rear front bulkhead assembly 2 and the main body frame of the vehicle body.

[0052] Of course, the location and number of reinforcing brackets 12 can be flexibly adjusted. One or more reinforcing brackets 12 can be installed, and they can be installed above, below, or on the inner and outer sides of the engine compartment longitudinal beam 1. As a preferred exemplary embodiment among various feasible solutions, the reinforcing brackets 12 in this embodiment include an inner bracket 120 installed on the inner side of the engine compartment longitudinal beam 1 and an outer bracket 121 installed on the outer side of the engine compartment longitudinal beam 1; moreover, the inner bracket 120 and the outer bracket 121 are staggered in the vertical direction of the vehicle. The inner bracket 120 and the outer bracket 121 are respectively installed on the inner and outer sides of the engine compartment longitudinal beam 1, and the inner bracket 120 and the outer bracket 121 are arranged in a staggered manner, which can play a more balanced dual reinforcement role, realize the reinforcement of the root of the engine compartment longitudinal beam 1, and provide a solid foundation for the installation of components such as wheel arch plate 4 and wheel arch rear bulkhead 5.

[0053] Based on the above exemplary embodiments, as a preferred combination of the exemplary solutions, refer to Figures 1 to 8 As shown, the following overall implementation scheme can be referred to when implementing the cabin frame structure of this application. In this implementation scheme, the engine compartment frame is constructed entirely of aluminum profiles, avoiding the need for extensive sheet metal stacking and complex molding processes in the vehicle body structure. The frame is symmetrically arranged to form a total of six triangular support reinforcement structures. The wheel arch plate 4 and the rear wheel arch plate 5 on one side, together with the surrounding engine compartment longitudinal beam 1, wheel arch upper side beam 32, and front bulkhead assembly 2, form two opposing chamber structures. The cast aluminum wheel arch plate 4, taking advantage of its casting characteristics and the aluminum profile properties of the adjacent engine compartment longitudinal beam 1 and wheel arch upper side beam 32, is connected at three joints and fixed by multiple blind rivets 44, which greatly improves the overall rigidity and strength of the engine compartment and can improve the stability and collision safety of the entire vehicle.

[0054] Specifically, the six triangular support reinforcement structures are arranged symmetrically on both sides, with three on each side, which greatly improves the torsional resistance and stability of the entire engine compartment. Taking the three triangular supports on one side as an example, the inner and outer supports 120 and 121 are respectively set on the inner and outer sides of the rear of the engine compartment longitudinal beam 1, and are both connected to the lower crossbeam 21 of the front bulkhead assembly 2. The inner support 120, the engine compartment longitudinal beam 1, and the lower crossbeam 21 of the front bulkhead form a triangular support, and the outer support 121, the engine compartment longitudinal beam 1, and the lower crossbeam 21 of the front bulkhead form a triangular support. These two triangular structures have a height difference in both the X and Z directions of the vehicle, providing double reinforcement and strengthening the root of the engine compartment longitudinal beam 1, providing a solid foundation for the installation of components such as the wheel arch plate 4 and the rear wheel arch plate 5. Another triangular support is set below the upper side beam 32 of the wheel arch, and is achieved by the lower reinforcing plate 33 of the side beam connecting the upper side beam 32 of the wheel arch and the A-pillar 30. The lower reinforcing plate 33 of the side beam, the A-pillar 30 and the upper side beam 32 of the wheel arch together form the triangular support structure. This structure has a good effect on improving the torsional stiffness of the engine compartment, and at the same time provides support for the installation of the wheel arch plate 4 in the Z and X directions of the vehicle.

[0055] The two chamber structures described above are respectively enclosed by wheel arch plates 4 and wheel arch rear bulkheads 5, located between the engine compartment longitudinal beam 1 and the wheel arch upper side beam 32. Thanks to the tubular structure of the all-aluminum profiles, the engine compartment of this design has a main frame formed by the parallel arrangement of the engine compartment longitudinal beam 1 and the wheel arch upper side beam 32 along the vehicle's X-direction. Based on this, the wheel arch plates 4 and rear bulkheads 5 are arranged sequentially between the engine compartment longitudinal beam 1 and the wheel arch upper side beam 32 along the vehicle's X-direction. Both wheel arch plates 4 and rear bulkheads 5 adopt a large cavity design, with their upper and lower ends respectively connected to the wheel arch upper side beam 32 and the engine compartment longitudinal beam 1. Furthermore, the cavities formed by the wheel arch plates 4 and rear bulkheads 5 are oriented in opposite directions. This design reduces the weight of the engine compartment frame while improving the structural strength and stability of the engine compartment, especially improving the overall lateral structural stability and buffering performance of the engine compartment frame. This design can better disperse and absorb energy when subjected to external impacts or vibrations, improving the vehicle's safety performance.

[0056] Based on the above configuration, the chamber 50 enclosed by the rear wheel arch panel 5 frees up more space for other components or systems. For example, wiring harnesses, pipes, or other functional components can be arranged within this chamber 50, thereby optimizing the layout of the engine compartment and improving space utilization. Meanwhile, the rear wheel arch panel 5 involved in the chamber 50 employs a simple bending process, constructed from a relatively bent bottom panel 51, outer panel 52, and front bulkhead 53. This simple and efficient processing method significantly reduces production costs. Compared to the traditional method of stacking sheet metal parts, it improves the ease of part forming, connection convenience, and stability. Moreover, the spacious and well-organized chamber 50 enhances the overall aesthetics of the engine compartment design, making the interior more tidy and orderly.

[0057] The wheel cover plate 4 is designed using a one-piece cast aluminum molding process. It is built based on the parallel longitudinal beams 1 of the engine compartment and the upper side beam 32 of the wheel cover in the engine compartment frame. It is connected to the wheel cover connecting platform 320 on the upper side beam 32 of the wheel cover, the outer side wall 11 on the engine compartment longitudinal beam 1, and the wheel cover connecting plate 100 through three connecting parts: the connecting part 401, the support platform 411, and the connecting leg 410. This achieves a wrap-around fixed connection in the X, Y, and Z directions of the vehicle, which greatly enhances the rigidity of the wheel cover plate 4 and the connection stability between the engine compartment longitudinal beam 1 and the upper side beam 32 of the wheel cover, and improves the ability of the side of the engine compartment frame to withstand the impact of ground loads. The wheel arch connecting platform 320 and the connecting part 401 are connected by 10 blind rivets 44. The top wall 10 and the outer wall 11 of the engine compartment longitudinal beam 1 cooperate with the connecting feet 410 and the support platform 411 at the bottom of the inner side plate 41 to form a stable connection between the wheel arch plate 4 and the engine compartment longitudinal beam 1 at two connection and contact surfaces in the X / Z direction of the vehicle. The support platform 411 and the wheel arch connecting plate 100 are fixedly connected by four blind rivets 44, and the connection strength is improved by MIG welding (gas inert metal welding). The two sets of connecting feet 410 and the outer wall 11 of the engine compartment longitudinal beam 1 are fixedly connected by 12 blind rivets 44 to achieve the wrapping installation of the wheel arch plate 4 on the top and outer side of the engine compartment longitudinal beam 1, and improve the connection stability of the wheel arch plate 4 on the engine compartment longitudinal beam 1.

[0058] In summary, the cabin frame structure of this embodiment, based on the staggered arrangement of the cabin longitudinal beams 1 and the upper wheel arch beams 32, effectively enhances the connection strength between the cabin longitudinal beams 1 and the upper wheel arch beams 32 by adjacently setting wheel arch plates 4 and rear wheel arch panels 5 between them. The rear wheel arch panel 5, located between the wheel arch plate 4 and the front bulkhead assembly 2, connects the cabin longitudinal beams 1, the upper wheel arch beams 32, the wheel arch plate 4, and the front bulkhead assembly 2, while simultaneously enclosing a cavity 50. This improves the structural stability of the cabin frame side and its impact-absorbing performance during collisions. The wheel arch plate 4 is fixed to the cabin longitudinal beams 1 and the upper wheel arch beams 32 by multiple blind rivets 44, ensuring the reliability and strength of the connection. Furthermore, the bottom of the wheel arch plate 4 overlaps the outer side and top of the cabin longitudinal beams 1, avoiding any abrupt structural changes on the inner side of the cabin longitudinal beams 1 and improving the flatness and regularity of the cabin side. Ultimately, this can effectively improve the overall structural strength, collision safety, and regularity of the cabin side.

[0059] It should be noted that the engine compartment frame structure of this application can be achieved through traditional sheet metal stacking and connection methods such as MIG welding and spot welding. However, it is preferable to adopt an all-aluminum profile construction form, which is more conducive to reducing mold development costs and improving the overall vehicle lightweighting level. At the same time, the irregular cross-section design of the parts and the resulting internal cavity structure give each beam a stronger rigidity advantage, and the connection and reinforcement effect between each pair of parts is also better. Therefore, the engine compartment frame structure of this application adopts an all-aluminum engine compartment skeleton design. The main body is built with aluminum profiles. Between the engine compartment longitudinal beam 1 and the upper side beam 32 of the wheel arch, two staggered triangularly distributed cavity structures are formed by the wheel arch plate 4 and the rear wheel arch bulkhead plate 5. Between the A-pillar 30, the lower reinforcing plate 33 of the side beam and the upper side beam 32 of the wheel arch, and between the engine compartment longitudinal beam 1, the reinforcing bracket 12 and the lower front crossbeam 21, multiple triangular support reinforcement structures are constructed, which can greatly improve the overall rigidity and structural stability of the engine compartment frame, improve the vehicle body's ability to resist road loads, and improve the collision safety of the entire vehicle.

[0060] An embodiment of the second aspect of this application provides a vehicle that adopts the cabin frame structure provided in the embodiment of the first aspect of this application. This vehicle possesses the technical advantages of the aforementioned cabin frame structure.

[0061] The vehicle described in this application employs a high-strength, high-safety all-aluminum engine compartment frame structure. Using this engine compartment frame structure improves the stability and safety of the engine compartment, enhances the overall vehicle's rigidity and ground load-bearing capacity, and reduces vehicle development costs. In this engine compartment frame structure, an all-aluminum frame design is used, with the main body constructed from aluminum profiles to build multiple triangular support structures, reinforcing relevant areas. Two opposing and complementary chamber structures are formed at the wheel arch plate 4 and the rear wheel arch bulkhead 5, significantly improving the overall rigidity and aesthetics of the engine compartment, enhancing the vehicle body's ability to resist road loads, and improving the overall vehicle's collision safety. Therefore, the engine compartment frame structure design of this application features lightweight, low cost, high performance, and high aesthetics, and has strong application prospects.

[0062] The above description is merely a preferred embodiment of this application. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement this application, and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A cabin frame structure, characterized in that: It includes a cabin longitudinal beam (1) located on both sides of the bottom of the cabin, a wheel cover upper side beam (32) located on both sides of the top of the cabin, and a wheel cover plate (4) and a wheel cover rear panel (5) located on the same side between the cabin longitudinal beam (1) and the wheel cover upper side beam (32). The rear end of the upper side beam (32) of the wheel arch is connected to the A-pillar (30), the rear end of the longitudinal beam (1) of the cabin is connected to the lower crossbeam (21) of the front bulkhead assembly (2), and the longitudinal beam (1) of the cabin is located on one side of the upper side beam (32) of the wheel arch, biased towards the interior of the cabin. The upper and lower ends of the wheel cover plate (4) and the rear wheel cover plate (5) are respectively attached to the upper side beam (32) of the wheel cover and the longitudinal beam (1) of the engine room; the wheel cover plate (4) is arched towards the upper side of the longitudinal beam (1) of the engine room and the inner side of the upper side beam (32) of the wheel cover, and the bottom of the wheel cover plate (4) is attached to the top wall (10) and the outer side wall (11) of the longitudinal beam (1) of the engine room and is fixed to the longitudinal beam (1) of the engine room by riveting.

2. The cabin frame structure according to claim 1, characterized in that: The wheel cover plate (4) includes an inner plate (41) extending upward from the top of the nacelle longitudinal beam (1), a top plate (40) connecting the inner plate (41) and the upper side beam (32) of the wheel cover, and an end plate (42) connecting the edges of the inner plate (41) and the top plate (40) on the same side.

3. The cabin frame structure according to claim 2, characterized in that: The inner side of the upper beam (32) of the wheel cover is formed with a wheel cover connecting platform (320), and the end of the top plate (40) is bent to form a connecting part (401). The connecting part (401) is fixed to the wheel cover connecting platform (320) by a riveting member.

4. The cabin frame structure according to claim 2, characterized in that: The inner side plate (41) is provided with a downwardly extending connecting leg (410) at its end. The connecting leg (410) overlaps the outer side wall (11) and is riveted to secure it. And / or, the top wall (10) is provided with a wheel cover connecting plate (100), the bottom of the inner side plate (41) is formed with a support platform (411) that abuts against the top wall (10), and the support platform (411) is riveted to the wheel cover connecting plate (100).

5. The cabin frame structure according to claim 1, characterized in that: The rear panel of the wheel arch (5) includes an outer panel (52) extending downward from the inner sidewall of the upper side beam (32) of the wheel arch, a bottom panel (51) extending outward from the top wall (10) and connected to the bottom of the outer panel (52), and a front partition (53) connecting the bottom panel (51) and the front edge of the outer panel (52). The front partition (53) overlaps the wheel cover plate (4), and the rear end of the wheel cover rear panel (5) is connected to the front assembly (2), forming a cavity (50) enclosed by the wheel cover rear panel (5) between the front assembly (2) and the wheel cover plate (4).

6. The cabin frame structure according to claim 1, characterized in that: The engine compartment longitudinal beam (1) and the wheel cover upper side beam (32) are both made of extruded aluminum profiles, and / or the wheel cover plate (4) is an integrally formed aluminum material.

7. The cabin frame structure according to claim 1, characterized in that: It also includes a lower reinforcing plate (33) for the side beam connecting the upper side beam (32) of the wheel cover and the A-pillar (30); the lower reinforcing plate (33) is located below the upper side beam (32) of the wheel cover and forms a triangular support structure with the A-pillar (30) and the upper side beam (32) of the wheel cover.

8. The cabin frame structure according to any one of claims 1 to 7, characterized in that: It also includes a reinforcing bracket (12) located at the rear of the engine compartment longitudinal beam (1); the reinforcing bracket (12) extends obliquely from the side of the engine compartment longitudinal beam (1) toward the rear of the vehicle and is connected to the lower front crossbeam (21), forming a triangular support structure between the reinforcing bracket (12), the engine compartment longitudinal beam (1) and the lower front crossbeam (21).

9. The cabin frame structure according to claim 8, characterized in that: The reinforcing bracket (12) includes an inner bracket (120) located inside the longitudinal beam (1) of the engine compartment and an outer bracket (121) located outside the longitudinal beam (1) of the engine compartment, and the inner bracket (120) and the outer bracket (121) are staggered in the vertical direction of the vehicle.

10. A vehicle, characterized in that: The vehicle adopts the cabin frame structure as described in any one of claims 1 to 9.

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