Front windshield cross beam assembly for a vehicle and vehicle

Abstract

The utility model relates to vehicle body technology field and disclose a kind of for the front wind window lower crossbeam component of vehicle and vehicle.The front wind window lower crossbeam component according to the utility model includes: crossbeam body, front wind window and front wall, crossbeam body extends along the width direction of vehicle, first contact surface is formed in the top of crossbeam body, the bottom of crossbeam body is formed with second contact surface;At least part of front wind window is attached to first contact surface;Front wall is set to the bottom of crossbeam body and at least part of second contact surface is attached and is connected;Wherein, crossbeam body is integrally formed, and cavity is formed in crossbeam body inside.The front wind window lower crossbeam component according to the utility model sets integrally formed crossbeam body, and extrudes cavity in crossbeam body, not only realizes lightweight, and improve the overall stiffness and deformation resistance of crossbeam body, can provide good support for front wind window, improve the NVH performance of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body technology, and in particular to a front windshield lower crossbeam assembly and vehicle. Background Technology

[0002] The lower crossbeam of the windshield is the structure that supports the front windshield of a vehicle. Traditionally, the lower crossbeam is usually made by stamping, which results in poor rigidity and poor impact force transmission performance. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a windshield lower crossbeam assembly for vehicles. The windshield lower crossbeam assembly of this invention features an integrally molded crossbeam body with extruded cavities within it. This not only achieves weight reduction but also improves the overall rigidity and deformation resistance of the crossbeam body, providing excellent support for the windshield. In the event of a vehicle collision, it can more effectively transmit and disperse collision forces, thereby improving the vehicle's NVH performance and safety.

[0004] This utility model also proposes a vehicle including the aforementioned front windshield lower crossbeam assembly.

[0005] The front windshield lower crossbeam assembly according to this utility model includes: a crossbeam body, a front windshield, and a front bulkhead. The crossbeam body extends along the width direction of the vehicle, and a first contact surface is formed at the top of the crossbeam body, and a second contact surface is formed at the bottom of the crossbeam body. At least a portion of the front windshield is attached to the first contact surface. The front bulkhead is disposed at the bottom of the crossbeam body and is attached to and connected with at least a portion of the second contact surface. The crossbeam body is integrally formed, and a cavity is formed inside the crossbeam body.

[0006] The front windshield lower crossbeam assembly of this utility model uses an aluminum extrusion + 3D bending process to create an integrally formed crossbeam body, which is low in cost. The crossbeam body has an internal cavity, which not only achieves lightweighting, but also improves the overall rigidity and deformation resistance of the crossbeam body compared to a stamped crossbeam. It can provide good support for the front windshield and more effectively transmit and disperse collision forces in the event of a vehicle collision, protecting the safety of passengers inside the vehicle and improving the vehicle's NVH performance and safety.

[0007] According to one embodiment of the present invention, in the cross-section of the beam body, the contour of the cavity is continuous to form a closed cavity.

[0008] According to one embodiment of the present invention, the cavity structure comprises multiple cavities.

[0009] According to one embodiment of the present invention, the crossbeam body includes a top plate and a convex plate. The top plate extends in the width direction and has the first contact surface formed thereon. The convex plate is connected to the top plate at its front and rear edges and protrudes toward the bottom. The convex plate and the top plate are at least partially spaced apart to form the cavity.

[0010] A partition is also provided between the top plate and the convex plate, which divides the cavity into two spaced apart in the front-to-back direction.

[0011] According to one embodiment of the present invention, the thickness of the top plate is m, the thickness of the convex plate is n, and the thickness of the partition plate is p, and satisfies: 2.5mm≤m≤3.5mm, 1.5mm≤n≤2mm, 1.5mm≤p≤2.5mm.

[0012] According to one embodiment of the present invention, at least a portion of the convex plate is recessed toward the top plate to form a recessed area, and both ends of the partition plate are connected between the recessed area and the top plate.

[0013] According to one embodiment of the present invention, a second contact surface is formed on the recessed area, and the angle between the second contact surface and the front-back direction is α, satisfying: 60°≤α≤80°.

[0014] According to one embodiment of the present invention, the recessed area is provided with a bottom edge, which is the edge in the recessed area that is closest to the top plate. The distance between the bottom edge and the edge of the front panel is d, and satisfies: 10mm≤d≤20mm.

[0015] The vehicle according to this utility model is briefly described below.

[0016] The vehicle according to this utility model includes the front windshield lower crossbeam assembly in the above embodiments. Since the vehicle according to this utility model includes the front windshield lower crossbeam assembly in the above embodiments, the front windshield lower crossbeam assembly is provided with an integrally formed crossbeam body and a cavity is extruded in the crossbeam body. This not only achieves weight reduction, but also improves the overall rigidity and deformation resistance of the crossbeam body. It can provide good support for the front windshield and can more effectively transmit and disperse the collision force when the vehicle is involved in a collision, protecting the safety of passengers in the vehicle and improving the NVH performance and safety of the vehicle.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a structural diagram of the front windshield lower crossbeam assembly according to an embodiment of the present utility model; Figure 2 This is a schematic diagram of the crossbeam body according to an embodiment of the present utility model; Figure 3 This is a schematic diagram of the front windshield lower crossbeam assembly according to an embodiment of the present invention.

[0019] Figure label: Front windshield lower crossbeam assembly 1; The beam body 11, top plate 111, protruding plate 112, partition plate 113, first contact surface 114, second contact surface 115, and bottom edge 116; Front windshield 12; Front panel 13. Detailed Implementation

[0020] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0021] The lower crossbeam of the windshield is the structure that supports the front windshield of a vehicle. Traditionally, the lower crossbeam is usually made by stamping, which results in poor rigidity and poor impact force transmission performance.

[0022] The following is for reference. Figures 1-3 This invention describes a front windshield lower crossbeam assembly according to an embodiment of the present invention.

[0023] The front windshield 12 lower crossbeam assembly 1 according to the present invention includes: a crossbeam body 11, a front windshield 12 and a front bulkhead 13. The crossbeam body 11 extends along the width direction of the vehicle, and a first contact surface 114 is formed on the top of the crossbeam body 11, and a second contact surface 115 is formed on the bottom of the crossbeam body 11. At least a portion of the front windshield 12 is attached to the first contact surface 114. The front bulkhead 13 is disposed at the bottom of the crossbeam body 11 and is attached to and connected with at least a portion of the second contact surface 115. The crossbeam body 11 is integrally formed, and a cavity is formed inside the crossbeam body 11.

[0024] According to the present invention, the lower crossbeam assembly 1 of the windshield 12 is provided with a crossbeam body 11. The crossbeam body 11 extends in the width direction of the vehicle and can be appropriately bent to adapt to the shape of the front of the vehicle. A first contact surface 114 is formed on the top of the crossbeam body 11. When the crossbeam body 11 is assembled with the windshield 12, the first contact surface 114 can be tightly fitted with at least a portion of the windshield 12, providing stable and reliable support for the windshield 12. When the windshield 12 and the crossbeam body 11 are assembled, they can be bonded with glass glue, which not only enhances the stability of the structure but also ensures an effective seal between the windshield 12 and the crossbeam, preventing external factors such as wind and rain from interfering with the interior environment. A second contact surface 115 is formed on the bottom of the crossbeam body 11. When the crossbeam body 11 is assembled with the front bulkhead 13, the second contact surface 115 is fitted with at least a portion of the front bulkhead 13 and can be connected by welding, improving the stability of the assembly of the crossbeam body 11 and the front bulkhead 13. The crossbeam body 11, through the design of the first contact surface 114 and the second contact surface 115, achieves a cooperative connection with the windshield 12 and the front bulkhead 13, improving the structural stability of the entire lower crossbeam assembly 1 of the windshield 12. The crossbeam body 11 has an internal cavity, reducing its weight and achieving lightweighting. Furthermore, compared to traditional open-type thin-walled structures, the closed cavity structure provides better support for the windshield. The cavity structure can alter the propagation path of sound and vibration, effectively absorbing and attenuating vibration energy, and reducing vibration and noise levels in the windshield area. Simultaneously, the one-piece molded crossbeam body 11 further improves the dynamic stiffness and modal performance of the windshield, resulting in less vibration and noise in the windshield area during vehicle operation, providing a quieter and more comfortable driving environment for passengers and enhancing the overall NVH (noise, vibration, and harshness) experience of the vehicle.

[0025] According to this utility model, the lower crossbeam assembly 1 of the windshield 12 is made into an integral crossbeam body 11 by aluminum extrusion + 3D bending process, which is low cost. The crossbeam body 11 forms a cavity inside, which not only achieves lightweighting, but also improves the overall rigidity and deformation resistance of the crossbeam body 11 compared with the stamped crossbeam. It can provide good support for the windshield 12, and can more effectively transmit and disperse the collision force in the event of a vehicle collision, protect the safety of passengers in the vehicle, and improve the NVH performance and safety of the vehicle.

[0026] According to one embodiment of the present invention, the cavity outline in the cross-section of the beam body 11 is continuous to form a closed cavity. The closed cavity gives the beam body 11 a closed beam structure, which further enhances the overall rigidity and torsional resistance of the beam body 11. During vehicle operation, it maintains structural stability under various complex road conditions and dynamic loads, reducing deformation caused by vibration and torsion, thereby providing continuous and reliable support for the windshield 12 and the front bulkhead 13. Simultaneously, the closed cavity helps optimize the sound propagation path, effectively reducing noise generated inside the vehicle due to structural vibration, improving the quietness of the vehicle interior, and creating a more comfortable driving environment for passengers. Moreover, compared to an open cavity structure, a closed cavity makes it easier to ensure consistent quality during manufacturing, reducing stress concentration problems that may be caused by irregular cavity shapes, further improving the reliability and service life of the beam body 11.

[0027] According to one embodiment of this utility model, the cavity structure comprises multiple cavities, and the design of multiple cavities further optimizes the structural performance of the crossbeam body 11. By rationally distributing multiple cavities, the weight can be reduced to the maximum extent while ensuring the overall strength of the crossbeam body 11, achieving a more efficient lightweight effect. Moreover, the multiple cavities work together to more effectively absorb and disperse the vibration and impact forces generated during vehicle operation, reducing the noise generated by the crossbeam assembly 1 under the windshield 12 due to vibration, and improving the comfort inside the vehicle. At the same time, the structure of multiple cavities allows the crossbeam body 11 to more evenly transmit and disperse collision energy when subjected to collision forces, avoiding local stress concentration, thereby improving the collision resistance of the crossbeam body 11 and providing more reliable safety protection for passengers inside the vehicle.

[0028] According to one embodiment of the present invention, the crossbeam body 11 includes a top plate 111 and a convex plate 112. The top plate 111 extends in the width direction and a first contact surface 114 is formed on the top plate 111. The convex plate 112 is connected to the top plate 111 at its front and rear edges and protrudes towards the bottom. The convex plate 112 and the top plate 111 are at least partially spaced apart to form a cavity.

[0029] The roof panel 111 is a structure that supports the windshield 12 via the crossbeam body 11. The extension of the roof panel 111 in the width direction of the vehicle body ensures full contact between the crossbeam body 11 and the windshield 12, thereby providing stable and reliable support for the windshield 12. A first contact surface 114 is formed on the roof panel 111. During assembly, the first contact surface 114 is at least partially attached to the windshield 12 and can be bonded with glass glue, making the connection between the roof panel 111 and the windshield 12 more stable and the assembly tighter. This improves the support stability between the crossbeam body 11 and the windshield 12, as well as the sealing between the windshield 12 and the crossbeam body 11, effectively preventing external factors such as wind and rain from interfering with the interior environment of the vehicle.

[0030] The design of the convex plate 112 further enhances the structural performance of the crossbeam body 11. The convex plate 112 connects to the top plate 111 at its front and rear edges and protrudes towards the bottom, creating a cavity by at least partially separating the convex plate 112 from the top plate 111. This cavity not only reduces the weight of the crossbeam body 11 but also optimizes its mechanical properties. During vehicle operation, the cavity between the convex plate 112 and the top plate 111 effectively absorbs and disperses vibration energy, reducing noise generated by vibration in the lower crossbeam assembly 1 under the windshield 12 and improving in-vehicle comfort. Simultaneously, the thickness design of the convex plate 112 fully considers the requirements of structural strength and lightweighting, ensuring that the crossbeam body 11 can uniformly transmit and disperse collision energy when subjected to impact forces, thus improving its collision resistance.

[0031] According to one embodiment of this utility model, a partition 113 is further provided between the top plate 111 and the convex plate 112, dividing the cavity into two spaced-apart sections in the front-rear direction. The partition 113, disposed within the cavity and connecting the top plate 111 and the convex plate 112, improves the structural strength of the entire crossbeam body 11, thereby enhancing the impact resistance of the entire lower crossbeam assembly 1 of the windshield 12 under complex road conditions and dynamic loads. The partition 113 divides the cavity into front and rear parts, further optimizing the lightweight effect of the crossbeam body 11 and making the absorption and dispersion of vibration and impact forces more efficient. Simultaneously, the partition 113 enhances the energy transfer and dispersion capabilities of the crossbeam body 11 when subjected to collision forces, allowing collision energy to be distributed more evenly on the crossbeam body 11, avoiding structural damage caused by localized stress concentration, and providing more reliable safety protection for passengers inside the vehicle. During vehicle operation, the baffle 113 and the two cavities at the front and rear can respectively bear and mitigate vibration and impact forces from different directions. It can also be understood that the baffle 113, together with the two cavities at the front and rear, can transmit force in different directions, and can transmit and absorb the energy of vibration or impact on the vehicle body from different directions, thereby improving the vibration resistance level of the entire lower crossbeam assembly 1 of the windshield 12 and improving the NVH performance of the vehicle.

[0032] According to one embodiment of this utility model, the thickness of the top plate 111 is m, the thickness of the convex plate 112 is n, and the thickness of the partition plate 113 is p, and satisfies: 2.5mm≤m≤3.5mm, 1.5mm≤n≤2mm, and 1.5mm≤p≤2.5mm. The crossbeam body 11 is the basic structure of the entire lower crossbeam assembly 1 of the windshield 12. The crossbeam body 11 connects the windshield 12 and the front bulkhead 13 respectively. Therefore, it is necessary to make precise designs for each position on the crossbeam body 11. For example, the thickness of the top plate 111, the convex plate 112, and the partition plate 113 can be limited to improve the rigidity of the crossbeam body 11 and achieve weight reduction. In traditional designs, the wall thickness of the crossbeam is generally uniform. However, in this invention, the various parts of the crossbeam body 11 can be designed with unequal material thicknesses. Specifically, the thickness of the top plate 111 is m, satisfying 2.5mm ≤ m ≤ 3.5mm. The top plate 111 is the structure that supports and fixes the windshield 12, and needs to directly provide support to the windshield 12. Therefore, the thickness of the top plate 111 can be relatively thick to ensure the stability of the crossbeam body 11 in supporting the windshield 12. Moreover, the top plate 111 faces the front of the vehicle more towards the vehicle body than the convex plate 112. When the vehicle body collides, the collision force will act on the top plate 111 first. Therefore, the thickness of the top plate 111 is relatively large. To improve the structural strength of the crossbeam body 11 and achieve better impact resistance, the thickness of the convex plate 112 is n, satisfying 1.5mm≤n≤2mm. The convex plate 112 mainly serves to form a cavity and provide auxiliary support. While ensuring structural strength, the relatively thin design helps to reduce the weight of the crossbeam body 11, achieving a lightweight effect. The thickness of the partition plate 113 is p, satisfying 1.5mm≤p≤2.5mm. The partition plate 113 is set in the cavity and plays an important role in improving the overall rigidity and impact resistance of the crossbeam body 11. The thickness design of the partition plate 113 ensures structural strength while also taking into account the need for lightweighting. The unequal material thickness design of the crossbeam body 11 allows the crossbeam body 11 to perform optimally in all parts, ensuring structural stability and reliability while achieving lightweighting, thus improving the vehicle's NVH performance and safety.

[0033] In some embodiments, the thickness of the top plate 111 can be 2.5mm, 3mm, or 3.5mm, preferably 3mm; the thickness of the protruding plate 112 can be 1.5mm, 1.8mm, or 2mm, preferably 1.8mm; and the thickness of the partition plate 113 can be 1.5mm, 2mm, or 2.5mm, preferably 2mm.

[0034] According to one embodiment of the present invention, at least a portion of the convex plate 112 is recessed toward the top plate 111 to form a recessed area, and both ends of the partition plate 113 are connected between the recessed area and the top plate 111. The recessed area formed by the convex plate 112 facing the top plate 111 further optimizes the structure of the crossbeam body 11. The presence of the recessed area not only provides a stable connection point for the partition plate 113, enabling the partition plate 113 to more effectively connect the top plate 111 and the convex plate 112, thus enhancing the structural strength of the entire crossbeam body 11, but also allows the crossbeam body 11 to better disperse and transmit stress when subjected to external forces, avoiding structural damage caused by local stress concentration. At the same time, the cooperation between the recessed area and the partition plate 113 also forms a more complex cavity structure. This structure can more effectively absorb and disperse vibration energy during vehicle operation, reduce the noise generated by vibration of the crossbeam assembly 1 under the windshield 12, and improve the quietness and comfort of the vehicle interior.

[0035] According to one embodiment of the present invention, a second contact surface 115 is formed on the recessed area, and the angle between the second contact surface 115 and the front-rear direction is α, satisfying: 60°≤α≤80°. The second contact surface 115 is formed on the side of the recessed area away from the top plate 111. The second contact surface 115 can be at least partially fitted with the front bulkhead 13 and connected by welding or other means, improving the stability of the connection between the beam body 11 and the front bulkhead 13. The angle α between the second contact surface 115 and the front-rear direction is limited to between 60° and 80°, ensuring sufficient contact area between the second contact surface 115 and the front bulkhead 13 to ensure the stability of the connection; and avoiding stress concentration or loose connection caused by excessively large or small angles. When α > 80°, the contact area between the second contact surface 115 and the front bulkhead 13 will be relatively reduced, which may lead to an unstable connection. During vehicle operation, vibration or impact may cause loosening or separation. Conversely, when α < 60°, significant stress concentration may occur at the connection between the second contact surface 115 and the front bulkhead 13, potentially leading to structural fatigue or even damage over long-term use. In practical design, the included angle α can be limited to between 60° and 80°, preferably α = 60°. This ensures a stable and reliable connection between the second contact surface 115 and the front bulkhead 13, improving the structural stability and safety of the entire lower crossbeam assembly 1 of the windshield 12. It also helps optimize the propagation path of sound and vibration, reducing noise generated by structural vibration inside the vehicle and further enhancing passenger comfort.

[0036] In addition, α is preferably 60°, which can also form a certain reserved space between the convex plate 112 and the front bulkhead 13, so that the operator or robot can seal the connection between the beam body 11 and the front bulkhead 13.

[0037] According to one embodiment of the present invention, the recessed area is provided with a bottom edge 116, which is the edge in the recessed area that is closest to the top plate 111. The distance between the bottom edge 116 and the edge of the front bulkhead 13 is d, and satisfies: 10mm≤d≤20mm. The position of the bottom edge 116 can be understood as the connection position between the partition 113 and the protruding plate 112. The recessed area is recessed towards the top plate 111 and forms two sidewalls. One of the sidewalls has a second contact surface 115 for connection with the front bulkhead 13. The position where the two sidewalls connect is the bottom edge 116. The distance d between the bottom edge 116 and the edge of the front bulkhead 13 can be limited to between 10mm and 20mm. This ensures that there is sufficient connection space between the beam body 11 and the front bulkhead 13 for stable welding or other connection methods, while avoiding problems such as loose connection or insufficient structural strength due to excessive distance. When d > 20mm, the contact area between the front bulkhead 13 and the crossbeam body 11 may be too small, affecting the stability of the connection; while when d < 10mm, the distance between the edge of the front bulkhead 13 and the bottom edge 116 will be too short to perform the sealing operation.

[0038] During actual vehicle operation, when the distance between the bottom edge 116 and the edge of the front bulkhead 13 is too far, the connection between the front bulkhead 13 and the crossbeam body 11 will not be tight, and gaps will easily form at the connection. This will allow external factors such as wind and rain to enter the vehicle, affecting the interior environment. In some cases, the crossbeam body 11 may even detach from the front bulkhead 13, affecting vehicle safety. Conversely, when the distance between the bottom edge 116 and the edge of the front bulkhead 13 is too short to allow for sealing, it will also fail to effectively prevent the intrusion of external factors. Insufficient sealing may also exacerbate wear on the connection points during vehicle vibration, reducing the service life of the lower crossbeam assembly 1 of the windshield 12. Limiting the distance d to between 10mm and 20mm, and preferably 15mm, not only ensures a suitable connection space between the crossbeam body 11 and the front bulkhead 13, guaranteeing the stability of the connection, but also provides convenient conditions for subsequent sealing treatment. Operators or robots can easily seal the connection position, effectively preventing external factors from interfering with the in-vehicle environment, improving the sealing and reliability of the entire lower crossbeam assembly 1 of the windshield 12, and further enhancing the vehicle's NVH performance and ride comfort.

[0039] In some embodiments, the distance d between the bottom edge 116 and the edge of the front panel 13 can also be understood as the adhesive width of the weld after the front panel 13 and the crossbeam body 11 are welded. Therefore, strictly controlling d within the range of 10mm to 20mm can ensure that the weld has sufficient adhesive space to achieve reliable sealing and prevent corrosion caused by moisture and dust penetration, while also avoiding material waste and curing stress concentration caused by excessive adhesive layer thickness.

[0040] In some embodiments, MIG welding can be used between the front bulkhead 13 and the crossbeam body 11. MIG welding has advantages such as fast welding speed, deep penetration, and stable welding quality, making it very suitable for connecting components like the front bulkhead 13 and the crossbeam body 11, which require high connection strength and sealing. During the welding process, by precisely controlling welding parameters such as welding current, voltage, welding speed, and shielding gas flow rate, it is possible to ensure that the weld is aesthetically pleasing and free of defects such as porosity and cracks, thereby further improving the welding quality and connection reliability. At the same time, the heat-affected zone generated by MIG welding is small, which helps to reduce welding deformation and maintain the geometric accuracy of the crossbeam body 11 and the front bulkhead 13, thereby improving the overall performance and assembly accuracy of the lower crossbeam assembly 1 of the windshield 12. In addition, after welding, necessary post-treatments such as grinding and polishing can be performed on the weld to further improve the appearance quality and corrosion resistance of the weld, ensuring that the lower crossbeam assembly 1 of the windshield 12 maintains stable and reliable performance during long-term use, providing a safer and more comfortable driving environment for passengers inside the vehicle.

[0041] In some embodiments, a slot may be provided on the side of the roof panel 111 facing the windshield 12. The slot can mate with the edge of the windshield 12 glass. During assembly, the edge of the windshield 12 glass can be embedded in the slot. The slot further enhances the connection stability and assembly precision between the roof panel 111 and the windshield 12. The shape and size of the slot can be customized according to the specific design of the edge of the windshield 12 glass to ensure a perfect fit between the two. During assembly, the edge of the windshield 12 glass can be accurately embedded in the slot, achieving a tight connection through mechanical engagement. This not only improves assembly efficiency but also enhances the reliability of the connection, effectively preventing the windshield 12 glass from loosening or falling off due to vibration or impact during vehicle operation. Simultaneously, the slot design can also consider sealing requirements. For example, a sealing strip or sealant can be provided on the contact surface between the slot and the edge of the windshield 12 glass to fill the tiny gaps between them, preventing external factors such as wind and rain from intruding into the vehicle interior through the gaps, thus improving the vehicle's sealing and comfort. In addition, the slot can also serve as a positioning and guiding element, guiding the windshield 12 glass to be accurately installed in the designated position during the assembly process, thus improving the accuracy and consistency of the assembly.

[0042] In some embodiments, the two cavities defined by the convex plate 112, the top plate 111, and the partition plate 113 can have different shapes. For example, one cavity can be designed as a regular polygon. This type of cavity is structurally regular, easy to manufacture, and provides relatively stable mechanical properties, allowing for more uniform dispersion and absorption of vibration energy during vehicle operation. The other cavity can be designed as a trapezoid or an irregular polygon. The trapezoidal cavity has different upper and lower base lengths, allowing for targeted design based on the stress requirements of different parts of the crossbeam body 11. It provides stronger structural support in areas with higher stress, while the irregular polygonal cavity can further optimize the lightweight effect of the crossbeam body 11, minimizing weight while ensuring structural strength through complex shape design. The different shapes of the cavities work together to enable the crossbeam body 11 to better cope with vibration and impact forces in all directions, improving the overall performance of the entire lower crossbeam assembly 1 of the windshield 12, including vibration resistance, impact resistance, and lightweight effect, thereby enhancing the vehicle's NVH performance and safety.

[0043] In some embodiments, positioning holes or fixing holes may be provided on the crossbeam body 11. These holes can be used for the precise assembly and fixation of the crossbeam body 11 with other vehicle components. Specifically, the positioning holes help operators quickly and accurately determine the installation position of the crossbeam body 11 during assembly, ensuring its relative positional accuracy with components such as the windshield 12 and the front bulkhead 13, thereby improving the assembly quality and consistency of the entire lower crossbeam assembly 1 of the windshield 12. For example, on an automated assembly line, a robot can accurately place the crossbeam body 11 in a predetermined position by identifying the location of the positioning holes, greatly improving assembly efficiency and accuracy. The fixing holes are used to firmly connect the crossbeam body 11 to the vehicle structure using fasteners such as bolts and nuts, ensuring that the crossbeam body 11 will not loosen or shift due to vibration or impact during vehicle operation. The number, location, and size of the fixing holes can be carefully designed according to the stress conditions and connection requirements of the crossbeam body 11 to ensure the stability and reliability of the connection. For example, in areas of the crossbeam body 11 where the stress is greater, more fixing holes or larger diameter fixing holes can be provided to enhance the connection strength; while in areas where the stress is less, the number of fixing holes can be reduced or smaller diameter fixing holes can be used to reduce weight and lower costs.

[0044] The vehicle according to this utility model is briefly described below.

[0045] The vehicle according to this utility model includes the lower crossbeam assembly 1 of the front windshield 12 in the above embodiments. Since the vehicle according to this utility model includes the lower crossbeam assembly 1 of the front windshield 12 in the above embodiments, the lower crossbeam assembly 1 of the front windshield 12 is provided with an integrally formed crossbeam body 11 and a cavity is extruded in the crossbeam body 11. This not only achieves weight reduction, but also improves the overall rigidity and deformation resistance of the crossbeam body 11, which can provide good support for the front windshield 12. In the event of a vehicle collision, it can more effectively transmit and disperse the collision force, protect the safety of passengers in the vehicle, and improve the NVH performance and safety of the vehicle.

[0046] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0047] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0048] In the description of this utility model, "multiple" means two or more.

[0049] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0050] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0051] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0052] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A crossbeam assembly for the lower windshield of a vehicle, characterized in that, include: A crossbeam body (11) extends along the width direction of the vehicle, a first contact surface (114) is formed at the top of the crossbeam body (11), and a second contact surface (115) is formed at the bottom of the crossbeam body (11). Front windshield (12), at least a portion of which is attached to the first contact surface (114); A front bulkhead (13) is disposed at the bottom of the crossbeam body (11) and is at least partially attached to and connected to the second contact surface (115); wherein The beam body (11) is integrally formed, and a cavity is formed inside the beam body (11).

2. The lower crossbeam assembly for the windshield (12) of a vehicle according to claim 1, characterized in that, In the cross section of the beam body (11), the profile of the cavity is continuous to form a closed cavity.

3. The lower crossbeam assembly for the windshield (12) of a vehicle according to claim 2, characterized in that, The cavity structure consists of multiple parts.

4. The lower crossbeam assembly for the windshield (12) of a vehicle according to any one of claims 1-3, characterized in that, The beam body (11) includes: A top plate (111) extends in the width direction and the first contact surface (114) is formed on the top plate (111). A convex plate (112) is connected to the top plate (111) on its front and rear edges and protrudes towards the bottom. The convex plate (112) and the top plate (111) are at least partially spaced apart to form the cavity.

5. The lower crossbeam assembly for the windshield (12) of a vehicle according to claim 4, characterized in that, A partition (113) is also provided between the top plate (111) and the convex plate (112), and the partition (113) divides the cavity into two spaced apart in the front-back direction.

6. The lower crossbeam assembly for the windshield (12) of a vehicle according to claim 5, characterized in that, The thickness of the top plate (111) is m, the thickness of the convex plate (112) is n, and the thickness of the partition plate (113) is p, and they satisfy: 2.5mm≤m≤3.5mm, 1.5mm≤n≤2mm, 1.5mm≤p≤2.5mm.

7. The lower crossbeam assembly for the windshield (12) of a vehicle according to claim 5, characterized in that, At least a portion of the convex plate (112) is recessed toward the top plate (111) to form a recessed area, and the two ends of the partition plate (113) are connected between the recessed area and the top plate (111).

8. The lower crossbeam assembly for the windshield (12) of a vehicle according to claim 7, characterized in that, The second contact surface (115) is formed on the recessed area, and the angle between the second contact surface (115) and the front-back direction is α, and satisfies: 60°≤α≤80°.

9. The lower crossbeam assembly for the windshield (12) of a vehicle according to claim 7, characterized in that, The recessed area is provided with a bottom edge (116), which is the edge in the recessed area that is closest to the top plate (111). The distance between the bottom edge (116) and the edge of the front panel (13) is d, and satisfies: 10mm≤d≤20mm.

10. A vehicle, characterized in that, Includes the lower crossbeam assembly of the front windshield (12) as described in any one of claims 1-9.

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